


NION PACIFIC RAILROAD. 


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OF THE 


CONSULTING ENGINEER 


ON THE LOCATION AND CONSTKUCTION OF A 


BRIDGE ACROSS THE MISSOURI RIVER, 


Dated December 31, I860. 


U c fo o r k : 

D. VAN NOSTRAND, No. 192 BROADWAY. 


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TO ACCOMPANY REPORT 

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ON THE GROSSING OF THE 


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UNION PACIFIC RAILROAD. 


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REPORT 


OF THE 



ON THE LOCATION AND CONSTRUCTION OF A 


BRIDGE ACROSS THE MISSOURI RIVER. 


Dated December 31, IS30, 


t fo §J o r fe : 

X). VAN NOSTRAND, No. 192 BROADWAY. 


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CO ION PACIFIC RAILROAD. 




<£itginm itprtmtnl. 

No. 20 Nassau Street, 

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New York, December 31, I860. 

Sir :— 

I have the honor to acknowledge the receipt of your letter 
of the 6tli inst., in which you inform me that “ It is in con¬ 
templation to build a bridge across the Missouri river at 
Omaha, to accommodate the traffic of the Union Pacific 
Railroad,” and ask me to give you my “views as to its loca¬ 
tion and proper mode of construction, and submit them so 
that they may be laid before the Board of Directors at their 
next meeting.” 

In obedience to your request I beg leave to submit the 
following : 


R E P 0 R T 

/ 

On the location and construction of a Bridge across the Missouri 
river , at the eastern terminus of the Union Pacific Rail¬ 
road. 


I.—IMPORTANCE OP THE SUBJECT. 

The question of bridging the Missouri river at the present 
time, is one which involves many considerations of great 
importance, not only to the Union Pacific Railroad, but 
also to the various railroads which are, sooner or later, to 
connect with it at or near its eastern terminus ; and it should 
therefore be considered with reference, both to its present and 
future relations to the interests of all parties concerned. 







2 


II—PRESENT ASPECT OF THE CASE. 

When viewed in its present aspect, we find that the Union 
Pacific Railroad is completed and in operation a distance of 
three hundred and five miles westward from the Missouri 
river; and that about thirteen hundred miles of road yet re¬ 
main to be constructed. Its principal business is the trans¬ 
portation of the materials and supplies required for its con¬ 
struction ; and this will probably be the case during the 
next five years, or until the road is completed. 

The initial, or eastern terminal point, has been fixed 
under the law, by the President of the United States, at a 
point more than two miles above the present depot grounds 
and buildings at Omaha, without any apparent regard to 
the engineering or commercial considerations involved, either 
in crossing the river eastward, or constructing the road west¬ 
ward. 

The line, as now constructed, has a grade of sixty-six feet 
per mile, ascending westerly, a distance of three miles from 
the depot grounds at Omaha ; which grade the Company 
propose shall be reduced to a maximum of thirty feet per 
mile whenever the business of the road shall render it ad¬ 
visable to make the change. The line upon which it is 
supposed that a maximum grade of thirty feet per mile can be 
most easily and economically obtained, leaves the present 
track at the Omaha depot, follows the full red line on the 
accompanying map, and unites with it again in the Valley of 
Mud Creek, at a distance of about eight miles from Omaha. 
Between this point of intersection and the initial point above 
Omaha, the Company has expended, upon the line now in 
operation, about $1,250,000, in the purchase of real estate, 
construction of the road, and the erection of machine shops, 
engine houses, saw-mills, burnetizing works, &c., &c. 

Upon the opposite side of the river we find that the grad¬ 
ing of the Iowa division of the Chicago and Northwestern 
Railroad is completed to the east bank of the Missouri, at a 
point almost directly opposite your own depot grounds; and 
that the Company have secured depot grounds for, and are 
actually constructing the western terminal station ol their 


3 


road, upon the table lands about two miles east of the ter¬ 
minus of their track at the river. This Company, I am in¬ 
formed, has entered into a contract with your Company, by 
the terms of which their road is to be completed and in 
operation to the Missouri river on or before the first of 
April next. 

The Chicago Rock Island and Pacific Railroad has been 
located to enter the Yalley of the Missouri, at the mouth of 
the Valley of Mosquito Creek ; and its depot grounds and 
river connection are located nearly two miles farther south 
than those of the C. & N. W. R. R. This road will probably 
be completed within the next two or three years. 

The Council Bluffs and St. Joseph Railroad is located to, 
and its northerly terminal station established at, a point still 
further south. The track of this road is now being laid from 
Council Bluffs southward; and it will probably be completed 
to St. Joseph during the coming year. 

The Burlington and Missouri River Railroad is also in 
process of construction, but with what dispatch I am not 
advised. It is presumed, however, that it will be completed 
to the Missouri river long before the completion of the Union 
Pacific Railroad. The track of this road will probably inter¬ 
sect the Council Bluffs and St. Joseph Railroad at some 
point opposite the mouth of the Platte Yalley, from ten to 
fifteen miles south of Council Bluffs. 

It is also proper to mention, in this connection, the follow¬ 
ing branches of your road, which are contemplated by the 
law, some of which are now under construction. 

The Sioux City branch will, in all probability, be con¬ 
structed within the next five years, either to an intersection 
with the Chicago and Northwestern Railroad at the mouth 
of Boyer Yalley, or to an intersection with the main line of 
your road, either at Fremont, North Bend, or Columbus. 

The Atchinson branch is now completed a distance of 
sixty miles from the Missouri river; and will probably be 
extended to the main fine of your road, either at Fort 
Kearney, or the one hundredth meridian, within the next five 
years. 

The Kansas branch is now completed a distance of one 


4 


hundred and fifty-five miles westward; and will probably be 
extended as far west as the meridian of Denver, during the 
next three or four years. 

III.—FIVE YEARS HENCE. 

Looking forward, then, to a period of time five years 
hence, we may expect to see the main fine of the Union 
Pacific Railroad, and all its eastern branches and connections, 
fully completed and in successful operation. We may also 
expect to see these branches and connections struggling and 
competing with each other for the traffic which goes to, and 
comes from, the Pacific Ocean and intermediate points, over 
the main line of the Union Pacific Railroad. 

The great rival cities of Chicago and St. Louis will also 
be engaged* in the strife, aiding and encouraging, by every 
means in their power, the diversion of this traffic to such of 
the branches and connections as may lead in their respective 
directions. 

Then we shall also see, just what we have all seen or heard 
of in similar cases during the past ten or twenty years, these 
rival companies engaged in improving their routes, shorten¬ 
ing their lines, and reducing their grades, in order to enable 
them to compete more successfully with each other. 

Many millions of dollars have already been spent by the 
New York Central, the New York and Erie, the Pennsylvania 
Central, and other roads; and many more millions will 
yet be spent upon the great competing railroad lines already 
constructed in this country, for the purpose of correcting the 
mistakes of ignorant or unreflecting Directors, and incom¬ 
petent Engineers. 

IV.—TEN YEARS HENCE.. 

At the expiration of ten years, it is assumed, that other 
great through lines of railroad may be competing with the 
Union Pacific Railroad itself, for the traffic of the world 
across our continent. 

The Northern Pacific, and the Southern Pacific, with their 


S. 

respective branches and satellites, are all down on the finan¬ 
cial and political slates, to be completed within the next ten 
years. And, even if not then completed, it is to be feared 
that scheming financiers and politicians will so far succeed 
in involving the General Government in their construction, 
that it will become either paralyzed in its efforts to aid your 
road to the extent of its present obligations ; or be bound, in 
self-protection, to carry out and complete such others as may 
in this manner become saddled upon it. 

Then your Company, as well as your Eastern connections, 
will see and feel the great and vital importance of having 
secured the very best location for your road, with reference 
to alignement and grades, of which the difficult and moun¬ 
tainous country, through which it is compelled to pass, will 
admit. Not merefy from Omaha, or the initial point west¬ 
ward (for all points as well as personal and local interests 
will then have lost much, if not all, of their present individu¬ 
ality and importance), but all the way from New York and 
Chicago to San Francisco, and all the way from New York 
and St. Louis to San Francisco. Otherwise you might find 
too late, that the trade and travel were being diverted from 
your road, either by way of Puget Sound to Quebec or Port¬ 
land on the north; or by way of San Diego, or the Gulf of 
California, to Galveston, New Orleans, Charleston, or Norfolk 
on the south. 

It may be said, and perhaps truly, that, when this time ar¬ 
rives, there will be enough business for all these roads; but 
experience and observation have taught me, that no as¬ 
sumption of this kind will justify a railroad company in de¬ 
parting very widely from sound engineering principles, and 
the established laws of trade and commerce. 

V.—COMPARISON OF LINES PROPOSED. 

Having thus stated, as briefly as possible, some of the 
leading facts and principles which should, as they undoubt¬ 
edly will, have their just and proper weight with the Direc¬ 
tors, I will proceed to a more critical examination of the 
question under consideration.' 

The Chief Engineer, General G. M. Dodge, has submitted to 


.6 

this office a very intelligent report upon the subject, accompa¬ 
nied by maps, profiles, estimates, cross-sections, and soundings 
of the river. The map accompanying this report is reduced 
from the larger map submitted by the Chief Engineer, with 
some slight and unimportant changes in the position and 
designation of the two principal competing lines, reported 
upon by him, for the bridge. And the estimates of the 
Chief Engineer are assumed to be correct for the respec¬ 
tive plans and locations proposed by him. 

By referring to the map it will be seen that the upper 
crossing, marked A, is located just above the masts of the 
telegraph lines, where they cross the Missouri river ; and 
that the lower crossing, marked B, is located just above the 
Bellevue peninsula, near a point known as Childs’ Mills. 
This lower crossing is about six and a half miles below, or 
south of the upper crossing at A. 

The full red line drawn on the map from point C, or the 
present depot grounds of the Chicago and Northwestern 
Railroad, crossing the river at A, passing through the Union 
Pacific depot grounds at Omaha, and following the line 
adapted to a maximum grade of thirty feet per mile to an 
intersection with the present track, and thence along this 
track to a point marked D, is 11.564 miles in length. 

The full blue line drawn on the map from point C, passing 
through point E, which is assumed as the natural focal point 
of all the railroads terminating on the east side of the river, 
in case the crossing at B is adopted, and of all but the Chi¬ 
cago and Northwestern in case the crossing at A is adopted ; 
thence crossing the river at B, and intersecting the pres¬ 
ent track of the Union Pacific Railroad at I), is 8.390 miles 
in length ; or 3.174 miles shorter than the full red line. 

It will be observed that the above comparison of distances 
affects only the business connections between the Union 
Pacific, and the Chicago and Northwestern Railroads. 

The following comparison between the focal point E, and 
the junction of the red and blue lines at D, affects the busi¬ 
ness connections of all the other roads terminating on the 
opposite, or east side of the river. 

From point E, following the broken red line to its inter- 


7 


section with the full red line east of the bridge crossing at 
A, and thence following the full red line westerly to its junc¬ 
tion with the blue line at D, the distance is 12.056 miles. 

From the same point E, following the full blue line across 
the river at B, to an intersection with the red line at D, the 
distance is 5.818 miles; or 6.238 miles shorter than the 
broken and full red lines. 

The following would perhaps be a more mathematical 
statement of the length of the different lines :— 

Line C, A, D, = 11,564 miles. 

“ C, E, B, D, = 8,390 “ 

“ E, A, D, = 12,056 “ 

“ E,B, D, = 5,818 “ 

From which it appears that the transfer of business be¬ 
tween your road and the Chicago and Northwestern, will be 
effected by a saving of about 3^ miles; and that of the other 
roads converging at E, by a saving of about 64 miles, if the 
bridge is located at B, instead of A. 

It is, of course, impossible to determine with much ac¬ 
curacy, what will be the ultimate division of the business of 
the Union Pacific Railroad with the roads terminating on the 
opposite side of the river; but, in the argument, I shall as¬ 
sume that two-fifths will be done with the Chicago and 
Northwestern ; and three-fifths with the other roads. 

It is also assumed that the ruling grades will ultimately 
be the same, or thirty feet per mile, upon the lines connect¬ 
ing with each crossing. 

The Chief Engineer estimates the cost of a low wooden 
truss bridge, located at A, with two draw openings of one 
hundred and sixty feet each, built upon stone abutments and 
piers, resting upon rock, or crib and pile foundations, to¬ 
gether with trestle-work approaches, &c., at $406,975; to 
which should be added the estimate of $170,800 for the cost 
of constructing the line west of the depot grounds, upon a 
grade of thirty feet per mile, making a total of $577,775. 

He also estimates the cost of a high wooden truss bridge, 
located at B, without draw, resting upon stone abutments 


8 


and piers, with pile and crib foundations, together with the 
trestle approaches, and including the cost of one mile of road 
on the west side, at $528,284. 

it will probably be safe to assume that the cost of each 
line and river crossing, upon the general plans suggested by 
the Chief Engineer, including all contingencies, will be about 
the same, or say $600,000 each. 

VI.—VALUE OF DIFFERENCE IN LENG-TH OF LINES. 

The cost, and ruling grades being substantially the same 
for each crossing, it only remains to consider the effect, 
or value of the difference in the length of the respective 
lines. 

In order to arrive at this result, even approximately, we 
should endeavor to ascertain from the best railroad expe¬ 
riences in the country, the value to the Union Pacific Rail¬ 
road Company, of one mile in distance saved for all time, 
upon the traffic which is to pass over it. 

Erie Railway. 

The total movement of freight, or. number of tons carried 
one mile on the Erie Railway, during the year ending Sep¬ 
tember 30, 1865, was 388,557,212 tons. And the total ex¬ 
penses of operating the road, chargeable to freight trans¬ 
portation, during the same time, were $3,460,821.67, or 
about one cent, per ton per mile. 

Assuming that the operating expenses will be fifty per cent, 
greater on the Union Pacific Railroad, or one and a half 
cents per ton per mile ; and that three freight trains of forty 
cars each, averaging eight tons per car, pass over the road 
daily in each direction, and we shall have $28.80 per day, 
or $10,512 per year, to represent the operating expenses, per 
mile, for transporting freight. 

The number of miles travelled by passengers upon the 
same road, during the same time, or the number of passen¬ 
gers carried one mile, was 156,166,640; and the total ex¬ 
penses of operating the road, chargeable to passenger 


< 


9 


transportation, were $1,252,489.42, or about eight mills per 
passenger per mile. 

Assuming that the expenses will be fifty per cent, greater 
on the Union Pacific Railroad, or one and two-tenths cents 
per passenger per mile ; and that only five hundred passen¬ 
gers pass over the road, in both directions, per day, and we 
shall have $6 per day, or $2,190 per year, to represent 
the operating expenses, per mile, for transporting passen¬ 
gers. 

The aggregate expenses for transporting freight and 
passengers per mile per year, would thus be $12,702, which 
represents the interest, at seven per cent., on a capital of 
$181,457. This does not include the cost of maintenance of 
w r ay, repairs to machinery, nor the interest on the cost of the 
road. 

Railroads of New York. 

According to the report of the State Engineer of New York, 
for the year ending September 30, 1865, the average cost, 
during that year, for maintenance of way, repairs to ma¬ 
chinery, and operating all the railroads in the State, was 
$8,420.72 per mile run, of single track. 

The average cost per mile, for construction and equipment, 
was about $60,000; the interest upon which is $4,200 per 
year, making, with the items above enumerated, an aggre¬ 
gate expenditure of $12,620.72 per mile run of single track. 

Assuming that all these items, except interest, will be at 
least fifty per cent, higher on the Union Pacific Railroad 
than they are in this State ; and adding the interest at seven 
per cent, on $70,000, the assumed average cost of construc¬ 
tion and equipment per mile, and we shall have an aggregate 
expenditure of $17,531.08 per mile run, per year, which repre¬ 
sents the interest at seven per cent, on a capital of $250,444. 

This result being predicated upon the theory that the cost of 
operating railroads is in the ratio of their length, cannot be 
regarded as strictly correct w T hen applied to a road of so 
great length as the Union Pacific ; for the reason that the 
operating expenses per mile run, are generally diminished as 
the length of the road is increased. 

2 


10 


It will undoubtedly be safe to assume, however, as a legiti¬ 
mate conclusion from the premises, that when the cost and 
grades per mile are equal, and with a business, say ten years 
hence, equal only to the average business of the railroads in 
the State of New York, and with a competition such as may 
be expected, a saving of one mile in distance on the Union 
Pacific Railroad will, as a general rule, be worth to the Com¬ 
pany at least $200,000, without taking into consideration the 
effect that this saving in distance may have upon the amount 
of business and receipts of the road for all time. 

Exceptions to this rule may, and probably will occur, when 
an elongation of the line may not only be justifiable, but 
highly expedient for the purpose of reaching and controlling 
certain localities or trade; but nothing of this kind can be 
claimed as affecting the case now under consideration. 

By applying the above result to the Bridge question we 
arrive at the following conclusions :— 

A saving of $200,000 per mile, on three and one-sixtli 
miles, equals $633,333. Two-fifths of this, or the amount of 
business apportioned to the Chicago and Northwestern Rail¬ 
road, amounts to $253,333. A saving of $200,000 per mile, 
on six and one-fourth miles, equals $1,250,000. Three-fifths 
• of this, or the amount of business apportioned to the other 
roads terminating at E, amounts to $750,000; adding to 
this the other two-fifths, makes an aggregate of $1,003,333, 
or, in round numbers, one million dollars, in favor of the 
location at B; which, it will be observed, is one quarter 
of a million less than the expenditure, already incurred upon 
the present line between the initial point and the junction 
at D. 


VII.—PRACTICAL VIEW OF THE CASE. 

Having thus demonstrated that, if the question was 
entirely open, and free from the complications and embar¬ 
rassments resulting from the inconsiderate action of the 
President of the United States, in fixing the initial point of 
the road, without regard either to bridging the Missouri 
river, or a proper departure from it westward, the crossing 


11 


at B, will, in all probability be worth to the Company 
$1,000,000 more than the crossing at A, we will proceed to 
examine more particularly the present practical bearing of 
all the facts, with a view of determining what, under the 
circumstances, is the best course for the Company to 
pursue. 

An expenditure of about $1,250,000 has, as heretofore 
stated, already been incurred upon the present line, between 
the Missouri river and the point D, which expenditure would 
be rendered comparatively worthless for the purposes intend- 
ed, by a material change in the eastern terminus of the 
road; or which would practically amount to the same thing, 
the building of a bridge at the crossing B. 

The extensive depot grounds, machine shops, engine 
houses, side tracks, &c., &c., at Omaha, are substantially all 
that will be required by the Company at the present termi¬ 
nus of the road during the time required for its construction, 
and probably for a period of ten years; and it is not proba¬ 
ble that the business of the road will require a reduction of 
the grade immediately west of Omaha, from sixty-six to thirty 
feet per mile, before the expiration of that time. 

The Chicago and Northwestern Railroad is the only one 
which promises to afford any material relief to your Com¬ 
pany, in the way of a direct eastern railroad connection, 
during the next two or three years ; and you will therefore 
be obliged to rely mainly upon it for much the largest pro¬ 
portion of the materials and supplies required for the con¬ 
struction and equipment of the next thousand miles or more 
of your road, as well as for the freight and passengers which 
must pass over it during that time. 

By far the most important element in the future safety 
and success of the great enterprise which you have in charge? 
is its rapid and uninterrupted construction; and to secure 
this will require all, and perhaps more than all, the capital 
that may be placed at your disposal. It should, therefore, be 
only a matter of the greatest necessity that should induce 
you to divert one dollar of this capital to any other purpose 
than the extension of your road westward. 

The unparalleled rapidity with which the Union Pacific 


12 


Railroad has been pushed forward up to the present time, in 
the face of all obstacles, has unquestionably done more to¬ 
wards establishing its credit upon a firm basis, and inspiring 
the public with confidence in its speedy completion, than any 
other means that could have been adopted by the Company- 

How far any present additional expenditure that may be 
involved in the decision of this question, will be likely to af¬ 
fect the ability of the Company to push forward the entire 
work to a speedy and successful completion, is a question 
which the Directors alone are competent to decide. 

The geography of the country, the necessities of commerce, 
and the present backward condition of the great competing 
lines heretofore mentioned, are such that the Union Pacific 
Railroad and its tributaries must, under any circumstances, 
enjoy a substantial monopoly of all the railroad transit be¬ 
tween the Atlantic and Pacific Oceans during the next ten 
years ; and therefore the advantages claimed for the shortest 
route for the location of the bridge, will in all probability not 
be fully realized before the expiration of that time, except as 
business may be diverted to branches connecting west of the 
Missouri river. 

VIII.—SUGGESTIONS AS TO CROSSING “A.” 

If the Board should decide upon the adoption of a location 
for the bridge, which will involve the greatest immediate 
benefits, and the least amount of present expenditure ; and 
at the same time render most available the large expenditure 
already made, with a view also of waiting for the develop¬ 
ments of time before determining upon the location and 
plan for a more durable and expensive structure, which 
may be better adapted to the accommodation of all parties 
that may then be interested in the question, I would 
respectfully suggest that a cheaper bridge than the one con¬ 
templated in the report and estimate of the Chief Engineer, 
may be constructed at or near the crossing A, which would 
answer the purposes proposed. 

By following as nearly as possible in the location of the 
bridge, the bed of rock which underlies the river, either at or 


13 


just above the crossing marked A; and by substituting crib 
and timber piers and abutments, filled with stone, for the solid 
masonry estimated for by the Chief Engineer ; and by re~ 
ducing the height of the bridge above high-water mark, from 
twenty, to either ten, twelve, or fifteen feet, as may appear 
most expedient and, safe ; and perhaps, by reducing the spans 
from two hundred to one hundred and fifty feet each, I think 
that a bridge may be constructed at a cost of about $350,000. 

By entering vigorously upon the work at once, and getting 
the foundations above high water before the spring freshet, 
I think this bridge may be completed within from four to six 
months, depending somewhat upon the contingencies of high 
water during the spring and early summer months. 

As soon as completed and ready for use, this bridge will 
save the Company from a daily expenditure of at least two 
hundred and fifty dollars, in the transfer of their materials 
and other business across the river ; and at that rate would 
pay for itself in less than four years from its completion. 

It should be remarked, however, that the safety, or rather 
usefulness of a bridge at this point, would depend almost 
entirety upon the proper protection of the west bank of the 
Missouri river for a distance of about one mile above the 
bridge. This, it is assumed, will be done by the Company 
in any event, in order to protect its depot grounds from 
abrasion by the river; and the expense should therefore not 
be charged to the construction of the bridge. 

IX—SUGGESTIONS AS TO CROSSING “B.” 

If, on the other hand, the Board should feel prepared to 
locate the bridge in accordance with the general principles 
first considered, having in view the future interests of the 
Company, so far as they can be foreseen at or after a period 
ten years hence, I would respectfully advise that the loca¬ 
tion of the bridge be deferred until the future plans of the 
Chicago and Northwestern, and the Burlington and Mis¬ 
souri River Railroad Companies, so far as they relate to then- 
ultimate connection with the Union Pacific Railroad, are 
more definitely understood, and some pledge given that they 
will be carried out. 


14 


So much uncertainty exists at the present time in relation 
to the future plans of these companies in this respect, that 
it has been deemed expedient to give prominence in the 
present discussion to the true interests of the Union Pacific 
Railroad Company, as they are believed to be involved in 
the rapid and uninterrupted construction of its road west¬ 
ward, rather than to speculative theories as to the future 
action of these companies, which, when fully decided upon, 
will be likely to involve considerations with reference to 
its connections, not only with Chicago, but with St. Joseph, 
St. Louis, Pittsburgh, Cincinnati, Philadelphia, Washington, 
New York, and Boston; which may prove of much greater 
importance to this Company than the mere present cost of 
constructing a bridge upon any particular plan or location. 

If the Chicago and Northwestern Company have it in con¬ 
templation to construct a road within a few years, from the 
mouth of the Boyer Valley, upon the most direct and prac¬ 
ticable line westerly, to an intersection with the Union 
Pacific at Fremont, North Bend, or Columbus; and if the 
Burlington and Missouri River Company have it in contem¬ 
plation to connect exclusively and permanently with the 
Union Pacific at the crossing of the Missouri river, in case 
the bridge is located at some point convenient for such con¬ 
nection—then the question may well be raised whether, un¬ 
der all the circumstances, the permanent bridge should not 
be located and constructed still farther down the Missouri 
than point B, at a point opposite the mouth of the Papillon 
Valley. 

Whenever the bridge shall be permanently located, either 
at B, or any other point upon the river, where the approaches 
will admit, I would respectfully recommend the construction of 
an iron truss bridge, upon solid stone piers and abutments; 
and sufficiently high to clear the chimneys of steamboats 
navigating the river at high water. I would also recom¬ 
mend that the masonry, or sub-structure, be constructed for 
a double-track bridge, so that an additional line of truss 
may be thrown across at any time when the business requires 
the additional facilities of a double track. 

The advantages of an iron bridge over a wooden one, 




15 


one, are, its greater durability, its susceptibility of spanning 
greater lengths, and the reduced lateral surface which it 
exposes to the wind. The advantage of a high bridge over 
a low one is, the avoidance of a draw, which is a constant 
source of danger and expense ; and should therefore be dis¬ 
pensed with upon a railroad whenever it is reasonably prac¬ 
ticable to do so. 

The nearest point to the present depot-grounds at Omaha, 
where I would regard the construction of a high bridge as at 
all practicable, is situated about one and half miles below the 
point A, where the bluff upon the west side approaches to 
within about fifteen hundred feet of the river. And it is quite 
probable that a line may be obtained, at moderate expense, 
from this point, with maximum grades of thirty feet per 
mile, that will intersect the present track about one mile 
southwesterly from the summit west of Omaha. 

I do not feel quite prepared, at the present moment, to re¬ 
commend any particular plan of iron bridge for adoption by 
the Company; but can do so very soon, should the Board 
decide to construct one. My opinion, however, is, that such 
an iron bridge superstructure as I would recommend, will 
cost at least $150 per lineal foot, in spans of two hundred 
feet each, with single track. 

The Chief Engineer estimates the cost of a high wooden 
truss of two hundred feet span, at $65 per lineal foot, for a 
length of two thousand feet. Estimating the same length of 
iron truss at $150 per lineal foot, will make an increase in 
cost for this item of $170,000. He also estimates the aggre¬ 
gate cost of sub-structure for single track, at $135,355 ; esti¬ 
mating fifty per cent, additional for the cost of adapting the 
sub-structure to a double track, will make an increase for this 
item of $67,677.50, which, with the additional cost of iron 
superstructure ($170,000), and $600,000 hereinbefore assumed 
as the probable cost of a high bridge and mile of track upon 
the plan suggested by the Chief Engineer, makes an aggre¬ 
gate of $837, 677.50, or, in round numbers, $850,000; being 
$500,000 more than the low wooden truss at A. 

It is not probable that such a bridge as is above described 
can be properly located and constructed in less than eight- 


4 


16 




een months or two years. And the Company would there¬ 
fore be obliged to incur the expense of the transfer of 
freight and passengers, as well as materials for constructing 
the road, across the river by ferry, during a period of at 
least one year longer, if this plan, instead of a temporary 
bridge at A, is adopted. This item, computed at $250 per 
day, would amount to $91,250, which, with the estimated 
additional cost of the bridge ($500,000), would make an 
aggregate of $591,250 (say $600,000), to represent the extra 
amount of present expenditure chargeable to the crossing at 
B; which amount, it will be observed, is, in round numbers, 
$400,000 less than the ultimate additional value claimed for 
this crossing. 

I shall take the liberty of appending to this report, for the 
information of the Board, copies of correspondence with Mr. 
Samuel B. Reed, General Superintendent, in relation to the 
probable amount of passengers and tonnage; and the cost 
of ferriage during one year—with Mr. John E. Roebling, 
and Messrs. Post, McCallum & Co., upon the subject of iron 
truss and suspension bridges—and with Mr. L. B. Boomer, 
respecting a cheap plan of wooden-truss bridge with the 
necessary draw openings. 

X.—BRIDGING- THE MISSOURI AN EXPERIMENT. 

Nothing has been said, thus far, respecting any extraordi¬ 
nary difficulties that may be apprehended in constructing 
a bridge over the Missouri river, upon any plan or location 
that the Company shall think proper to adopt'. 

Before leaving the subject, however, I deem it proper to 
state, for the information of the Board, that the bridging of 
the Missouri river, at any point between the head of naviga¬ 
tion and its mouth, is as yet an untried experiment. And 
that a very wide difference exists in the opinions of men of 
great experience and sound judgment in such matters, as to 
whether it can be successfully done at all; or if done, as to 
the proper mode of doing it. 

The river bottoms are generally from three to five, and 
sometimes ten miles in width; and are composed of an im- 


i 


17 


mense deposit of alluvium, consisting of quicksand, clay, 
and eartli, or vegetable matter, varying in depth from twenty 
to fifty, and sometimes probably one hundred feet; and rest¬ 
ing generally upon a sub-stratum of hard sand or gravel, 
and, in some instances, of rock. 

It is a common, and not unapt remark, that the Missouri 
river has a standing mortgage upon the whole of these bot¬ 
toms, the truth of which is pretty well established by the fact, 
that it undoubtedly has, at different periods of time, occu¬ 
pied nearly, if not quite all the territory between the adja¬ 
cent bluffs ; and the indications are that it may do so again 
at some future time. 

The river itself seems to cut its way through these bot¬ 
toms at pleasure, sometimes up, down, and across, at all 
points of the compass, just as an apparent freak, or the 
smallest assignable cause, may happen to direct it. The bed 
of the river is also in a state of constant transition within 
its own banks, so that during stages of low water, the steam¬ 
boat channel shifts, sometimes daily and even hourly, from 
one side of the river to the other. 

The chief difficulties, therefore, to be apprehended in the 
construction and permanent usefulness of a bridge, are three¬ 
fold in their character :— 

1st Controlling permanently the position of the river, so 
that it will always pass under the bridge, instead of cutting 
its way across at either end; or, perhaps, opening a new 
channel several miles distant. 

2 d. Controlling the navigable channel, so that it will 
always pass through the draw openings (if the bridge be a 
low one) instead of under a span several hundred feet dis¬ 
tant. And 

l 

3d. Securing permanent foundations for the sub-structure 
of the bridge. 

A somewhat careful observation and study of the river, at 
intervals during the past three years, extending horn De Soto 
to Kansas City, a distance by the river of more than five hun- 

3 


18 


dred miles ; and also at different points between Kansas City 

and its month, has satisfied me that, at certain localities, and 

> 

within certain limits, all these difficulties may be successfully 
overcome, by the exercise of proper skill and judgment in 
the location and construction of the bridge ; and a suitable 
protection of the banks and channels, both at and for some 
distance above the crossing; all which has been assumed 
with reference to the crossings herein referred to. 

Inasmuch, however, as a proper discussion of this branch 
of the subject would probably take a somewhat extended 
range, and might not be regarded as in all respects pertinent 
to this report, I will defer it until a future time, in case the 
Company, after deciding upon the general principles of a 
location, shall desire an expression of my views. 

XI.—CONCLUSION. 

This report has prolonged itself much beyond the limits 
to which I had originally assigned it. 

It has been my purpose, not to advocate any particular 
location for the bridge, but to spread before the Board such 
a view ot the most important facts and considerations bear¬ 
ing upon the whole subject, as would enable them to decide 
the matter intelligently; and in such a manner as would 
stand the test of time and circumstances. 

If I have succeeded in this, I shall feel more than repaid 
for the thought and labor bestowed upon it. 

i 

Respectfully submitted. 

SILAS SEYMOUR, 

Consulting Engineer. 


To the Hon. OLIVER AMES, 

President, pro tem., 

Union Pacific Railroad Co. 


A P P E N D I X . 


+o+- 


CORRESPONDENCE WITH MR. SAM’L. B. REED, GEN’L SUPT. AND ENGINEER IN CHARGE 

OF CONSTRUCTION UNION PACIFIC RAILROAD. 

Union Pacific Railroad, Engineer Department, 

No. 20 Nassau street, New York, Dec. 18, 1866. 

Sam’l B. Reed, Esq., 

Gen'l Supt. and Engr. in charge of Construction. 

Dear Sir : Having been called upon by the Company for a re¬ 
port upon the bridge across the Missouri river, at the eastern 
terminus of the road, and as the question of time is an important 
element in the matter, will you oblige me by furnishing an ap¬ 
proximate estimate of the travel and tonnage that may be ex¬ 
pected to cross the river at that point, per day or year, to and 
from the Union Pacific Railroad, during the next two years ; and 
the probable cost of the same, if done by ferry ; upon the assump¬ 
tion that seven, or perhaps eight hundred miles of the road are to 
be completed within that time. 

Yours truly, 

S. Seymour, 

Consulting Engineer. 


New York, Dec. 21, 1866. 

Col. S. Seymour, 

Consulting Engr., U. P. R. R. 

Dear Sir : Yours of the 18 th instant, asking for information 
about the amount of freight and the number of passengers that 
would pass over a bridge, at the eastern terminus of the Union 
Pacific Railroad, and the approximate cost of crossing the same 
over the Missouri river by ferry, is received. 




20 


As near as I can ascertain, the freight sent to the Mountains, 
from the Missouri river, will be about as follows :— 


Colorado.10,800 tons. 

Montana and Idaho.10,800 “ 

Utah. 1,400 “ 

Government Freight.20,000 “ 


Total.49,000 “ 

One-half (estimated) will cross the Mis¬ 
souri river at Omaha.24,500 tons. 

R. R. Freight, Iron, Chairs, etc.35,000 “ 

Omaha and Northern Nebraska. 5,500 “ 


Total tonnage to cross the river.. .65,000 “ 
Passengers, estimated.... 10,000 


Cost of ferriage at present rates, $2 50 per ton. This rate 
may be reduced to, for merchandise and government freight, $1 50, 
and on railroad freight to $1 25 per ton. 

ESTIMATE. 

30,000 tons private and government freight at $1 50.$45,000 

35,000 tons railroad “ “ 1 25. 43,150 

10,000 passengers “ 25. 2,500 

Total per annum.$91,250 

For one day . 250 

Yours very respectfully, 

Sam’l B. Reed, 

Gen’l Supt. and Chief of Construction. 


















21 


CORRESPONDENCE WITH MR. J. A. ROEBLING. 

Union Pacific Railroad, Engineer Department, 

No. 20 Nassau street, New York, Dec . 7, 1866. 

John A. Roebling, Esq., 

Civil Engineer, etc., Trenton, New Jersey. 

Dear Sir : This Company is now considering the subject of 
bridging the Missouri river in the vicinity of Omaha, Nebraska ; 
and I would like to lay before them a plan and estimate for a 
suspension railroad bridge, somewhat similar to the one which 
I understand you have so successfully completed over the Ohio 
river, at Cincinnati. 

The bridge may be so located that one end will abut against 
the bluff; but the other, or east end, must in any case land upon 
the river bottom, below high-water mark. There must be at least 
fifty feet in the clear, between high-water mark and bottom of 
bridge, and the maximum grade ascending westerly, to and 
from the bridge, will be thirty feet per mile. 

The difference between high and low water, in the river, is 
about twenty feet. 

Two spans of one thousand feet each, together with the trestle- 
work approach of one and a half miles at the eastern end, will 
afford sufficient water-way. 

The foundations, I fear, will be somewhat difficult and expen¬ 
sive, the bed of the Missouri being quite changeable, and com¬ 
posed principally of quicksand ; and it is on this account that 
the idea has occurred to me that a suspension bridge may be 
better adapted to the locality, than one requiring foundations 
every two hundred feet, and a draw for the passage of steam¬ 
boats. 

I trust that the above data will enable you to give me some 
general idea of the practicability, as well as cost, of constructing 
a suspension bridge. 

I would like also to know the probable time that you would 
require to construct one. 

By favoring me with an early reply, you will much oblige, 

Your obedient servant, 

S. Seymour, 

Consulting Engineer, U. P. R. R. 


22 


Office Covington and Cincinnati Railroad Company, 
Cincinnati, December 12, 1866. 

S. Seymour, Esq.— 

Dear Sir : Your inquiry of the tth came to hand. 

I cannot recommend you to advise the adoption of large 
suspended spans over the Missouri river, knowing beforehand, 
that the great cost of such a work will defeat the project. I 
would, however, advise an intermediate plan, which will, in your 
case, redace the cost of foundations one half, and will less impede 
the navigation. 

I would recommend to you, spans of three hundred and fifty to 
four hundred feet, iron truss, of such strength as will support their 
own weight; assisted by wire ropes, so that the latter will sup¬ 
port the transitory loads. This plan, which I have carried out on 
a smaller scale, is equahy valuable on a la^ge scale; and will 
when once understood, be found the most economical and safest 
plan of aav that has been brought forward. 

Of the various principles of ti ussing now in vogue, I prefer the 
plan which I have introduced in the Niagara Bridge, and in this 
bridge. 

You should want a truss, say of twenty-five feet depth. 



The truss rods nearly at right angles, the chords a, b, c, made 

of channel, or trough bars f* - h , enclosing the wrought- 

iron posts j v. p and rivetted to it. No cast-iron pieces 


except blocks for the ends of the rods to pass through, at end 
of posts. Now make this strong enough to support itself; and 
suspend wire cables on each side of truss, for support of loads, 
in similar wav as was done to save the Rock Island, and other 

large spans of wooden truss bridges. The following sketch will 

% 

explain the arrangement. 











































































23 


On the piers, cast iron, or wrought*iron columns, or pieces are 
put up in a pyramidal form, connecting with the trusses, which 
serve as towers for support of wire cables (indicated by curved 
lines). The cables to extend from abutment to abutment, and 
anchored at both ends, to relieve the chords of all strains in con¬ 
sequence of their tension. The trusses are furthermore strength¬ 
ened by wire-rope stays, to such an extent that the same propor¬ 
tions of the trussing parts may be preserved from pier to pier. 
This is a very important and economical feature, you will 
perceive. 

The trusses and stays combined, will be a perfect system 
within itself, fully ample to support its own weight. The cables 
will take care of the loads. The whole plan is simply a truss 
bridge, assisted by cables. 

The enormous cost of those lattice bridges in Germany, over 
the Rhine (three hundred and thirty feet span), Oder and Weich- 
sel, will not only by this system be reduced more than one half, 
but the spans may be safely enlarged. 

The contraction and expansion of the trusses is easily man¬ 
aged. 

Should you eventually accept such a plan, I will then explain 
more fully. I have no time now to make plans or estimates. 
You can plan and estimate the trusses yourself. 

As to strength of cables allow a train of three hundred tons to 
cover one span ; this would require twenty No. 1 wire ropes, 
costing per span thirteen thousand dollars, or thirty-two dollars 
per foot, lineal, of superstructure. From this you will see at 
once how economical the proper application of wire cables is, to 
say nothing of safety and saving of foundation work, and larger 
spaces for navigation. 

I will be at home after New Year’s, and if you wish me to call 
in New York, I will do so. 

Respectfully yours, 

John A. Roebling. 


24 


CORRESPONDENCE W1JH MESSRS. POST, McCALLUM & CO. 

Union Pacific Kailroad, Engineer Department, 

No. 20 Nassau street, New York, Dec . 7, 1866. 

Messrs. Post, McCallum & Co., 

(Atlantic Bridge Works), 

No. 151 Broadway , New York. 

Gentlemen : This Company is now considering' the subject of 
building a railroad bridge over the Missouri river, in the vicinity 
of Omaha, Nebraska, and I would like to submit to them a plan 
and estimate for an iron bridge, as designed by your Mr. 
Post; and also of one composed of part iron and part wood, 
which, 1 believe, you construct upon the same general principle. 

The bridge will be about two thousand feet long, and if built 
without a draw, must be at least fifty feet in the clear, above high 
water. The difference between high and low water is about 
twenty feet. 

If a low bridge is built, the lower chord must be. at least 
fifteen feet above high water, and the draw should have as large 
an opening as practicable. 

The spans should not be less than two hundred feet each. 

You would oblige me by furnishing me with a general plan 
and estimate, both for a high and low bridge, at your earliest 
convenience. 

Yours very respectfully, 

S. Seymour, 

Consulting Engineer. 


“ Atlantic Bridge Works,” 

New York, December 29, 1866. 


Col. S. Seymour, 

Consulting Engineer , U. P. B. B. 

20 Nassau street , New York. 


Dear Sir : In answer to your inquiry as to the cost of a bridge 
over the Missouri river, at Omaha, Nebraska, about “ two thou¬ 
sand feet in length, and fifty feet above high water if without a 
draw, or fifteen feet above high water if a draw is used,” the 
following estimate is respectfully submitted :— 



25 


For an iron bridge, with iron floor beams, raised, and ready to 
receive the rails: 

Spans of 400 feet from cen. to cen. of piers, $365 per lineal foot. 


Do 

333£ 

tt 

It 

It 

tt 

265 

tt 

it 

Do 

250 

tt 

It 

tt 

tt 

185 

tt 

it 

Do 

200 

it 

it 

a 

tt 

145 

tt 

tt 

Do 

150 

It 

it 

it 

tt 

100 

tt 

it 

Do 

100 

it 

It 

it 

it 

80 

it 

tt 


For a draw-bridge, with two openings of one hundred and sixty 
feet each in the clear, and a total length of three hundred and 
sixty-five feet; entirely of wrought iron : 

$235 per lineal foot, including turn-table complete. 

For the “ Combination Wood and Iron Truss Bridge,” with 
wooden floor beams, raised and ready to receive the rails, as 
follows : 

Spans of 259 feet from cen. to cen. of pier, $125 per lineal feet. 


Do 

200 

tt 

it 

it 

n 

95 

tt 

it 

Do 

150 

it 

it 

it 

tt 

15 

tt 

tt 

Do 

100 

it 

it 

u 

tt 

60 

tt 

tt 


The timber used in either the iron or combination bridge, to be 
“ Burnetized.” 

In the foregoing estimate, the bridges are assumed to be of a 
sufficient strength to be strained to only one-sixth of their ulti¬ 
mate capacity, by a moving load of two thousand five hundred 
pounds per lineal foot. 

It is assumed that railroad transportation can be had for the 
materials, etc., to the bridge site. 

Accompanying this, are plans showing the general construc¬ 
tion of the bridges estimated for. 

Very respectfully, your obedient servants, 

Post, McCallum & Co. 


4 


26 


CORRESPONDENCE WITH MR. L. B. BOOMER. 

Union Pacific Railroad, Engineer Department, 

No. 20 Nassau street, New York, Dec . 18, 1866. 

L. B. Boomer, Esq., 

Chicago, III. 

Bear Sir : Will you be good enough to inform me, by return mail, 
if possible, how soon it would be practicable for you to frame and 
deliver upon the east bank of the Missouri river, opposite Omaha, 
say two thousand lineal feet of Howe Truss Bridging, in spans 
of one hundred and fifty feet each, together with a turn-table, and 
draw, with two openings of one hundred feet each ; and also 
the length of time that it would require to raise the entire struc¬ 
ture, provided there was no detention from high water, or other 
unforeseen causes. 

Please inform me, also, of the lowest price per lineal foot, at 
which you would be willing to contract for the structure com¬ 
plete, upon the assumption that the plan and materials are to be 
as economically arranged as may be consistent with necessary 
strength and durability for a period of from eight to ten years. 

The foundations of the bridge are expected to be upon rock 
from eight to ten feet below low-water mark, and extending from 
one-half to three-quarters of the distance across the river, and 
the balance of the distance upon pile and crib foundations. 

I would like, also, your price, per foot, for truss of two hundred 
feet span and draw, with one hundred and fifty feet openings, 
with time required to build them. 

Please answer as promptly and fully as possible, and oblige, 
Yours very respectfully, 

S. Seymour, 

Consulting Engineer. 


Chicago, December 22, 1866. 

Colonel S. Seymour— 

Bear Sir : Yours of the 18th instant inquiring how soon it will 
be practicable for us to frame and deliver you a bridge two thou¬ 
sand feet long, upon Howe’s patent, consisting of spans one hun¬ 
dred and fifty or two hundred feet long, with a draw of two 



27 


openings of one hundred and fifty feet each, and a price for the 
same, “ upon the assumption that the plan and materials are to 
be as economically arranged as may be consistent with neces¬ 
sary strength and durability for a period of from eight to ten 
years,” is at hand. 

We can furnish and deliver the bridge on cars in Chicago, of 
either span you mention within ninety days, and raise the same 
in from forty to sixty days thereafter, if not detained for the 
want of transportation, masonry, the elements, or any cause not 
our fault. 

We can build such a bridge for the following prices per lineal 
foot—we furnishing all of the materials used, and performing all 
the labor, exclusive of transportation from Chicago to the bridge 
location : 

For spans 150 feet long. $44 00 

Do. 200 “ . 56 25 

For draw of two openings of 150 feet each 100 00 
Add for turn-table. 6,500 00 

These prices are predicated upon ordinary height for false bridge. 
Should it be over an average height, or any piles be required for 
the same, then we should make an additional charge for them. 

Yours respectfully, 

L. B. Boomer, 

For Boomer , Boyington & Go. 














IS ‘ 'M 






’ 

’ 







RUH «■ 

" 




















‘ 

' 




UNION PACIFIC RAILROAD. 


SUPPLEMENTAL REPORT 

OF THE CONSULTING ENGINEER 

On Bridging the Missouri River at the Eastern Terminus of 

the Road. 


Apartment, 

New York, March 24, 1868. 

* 

Sir : 

On the 31st December, 1866, I had the honor to submit a 
“ Report on the Location and Construction of a Bridge across 
the Missouri river, at the eastern terminus of the Union Pa¬ 
cific Railroad.” 

That report was based upon information contained in a 
report upon the same subject, submitted by the Chief Engi¬ 
neer under date of December 3d, 1866 ; which information was 
somewhat meagre in its details, although it was considered 
sufficiently reliable to enable us to arrive at substantially 
correct conclusions in comparing the relative advantages of 
the different routes proposed for discussion. 

The conclusions arrived at in my former report may be 
briefly stated as follows : 1st, If the company desire to build 
a bridge within the shortest possible time, for the least 
amount of money, and with, a view of deriving the greatest 
amount of benefit from it during the construction of the road, 
and perhaps for a period of ten years to come, then throw 
across a low, wooden bridge, with draw, at some point, 
either at, or just below what is known hs the telegraph 








2 


crossing. It was assumed that this could be done for about 
$350,000. 2d. If the company should decide to build a 

permanent bridge at a point to be mutually agreed upon, 
that should accommodate not only its own traffic, but the 
traffic of all its eastern tributaries for all time, then it was 
recommended that, if the approaches would permit, a high 
bridge, without draw, with iron superstructure and perma¬ 
nent stone piers be built, at an estimated cost of about 
$850,000. 

The following remark was made with reference to the loca¬ 
tion of this permanent bridge : “ I would respectfully advise 
that the location of the bridge be deferred until the future 
plans of the Chicago and North-western, and the Burlington 
and Missouri River Railroad Companies, so far as they relate 
to their ultimate connection with the Union Pacific Railroad, 
are more definitely understood, and some pledge given that 
they will be carried out.” 

Up to the present time it appears that the different railroad 
interests upon the east side of the river, have not been able 
to agree upon a common focal point at which they will all 
converge, for the purpose of transferring their business to 
and from the Union Pacific Railroad ; and it therefore ap¬ 
pears to be premature to attempt to locate and construct a 
bridge that shall necessarily force such a combination of 
these interests as will induce them either to render the 
necessary aid in its construction, or to obligate themselves to 
use the bridge for any length of time after its construction. 
The interests of the Chicago and North-western and the 
Burlington and Missouri River Railroad Companies appear to 
be too adverse to afford any reasonable promise that they 
will ever come together permanently at a common point 
upon the east side of the river. The former company will not 
go below the Bellevue Peninsula, and the latter will not go 
above it. 

The Chicago, Rock Island and Pacific Railroad will enter 
the Missouri Valley between the respective points urged by 
the other two companies for bridging the river; and has, there¬ 
fore, up to the present time, manifested no decided preference 


3 


upon the subject. The Council Bluffs and St. Joseph Rail¬ 
road is already constructed from the western terminus of the 
Chicago and North-western, a distance of thirty or forty 
miles down the Missouri Valley; and, being a lateral road, 
can have no direct interest in the decision of the question. 
In deciding the question at the present time, it therefore 
appears that the Union Pacific Railroad Company must con¬ 
sult its own interests, and leave the conflicting interests of 
its eastern tributaries to be harmonized at some future time. 

The bridge should undoubtedly be built at once, provided 
its cost can be brought within such limits as not to embarrass 
the company in the rapid construction of the road. 

If it had been built during the past season upon the 
cheap plan suggested in my report, there can be no doubt 
that it would have earned for the company at least one hun¬ 
dred thousand dollars up to the present time, and the earn¬ 
ings would probably be double or treble that amount during 
the present year. 

The questions, then, to be considered are: 

1st. The location of the bridge. 

2d. The kind of bridge to be constructed. 

It is proposed to discuss these questions purely with refer¬ 
ence to the present interests and necessities of the Union 
Pacific Railroad Company. 

The data as to length and cost of the different lines (unless 
otherwise specified), will be taken from the report of the Hon. 
Jesse L. Williams, recently submitted to the board, upon the 
same subject. 

LOCATION . 

Having failed to secure the co-operation of the Burlington 
and Missouri River Railroad Company in the construction 
and use of a bridge, unless it be located considerably south of 
a point to which the Chicago and North-western Company 
will go ; and as the latter road is the only one that can be 
relied upon (in connection with the Missouri river) to furnish 
the necessary transportation facilities for constructing the 


4 


road, there will be no occasion, in the present aspect of the 
case, to discuss the Bellevue crossing, except to state that its 
cost will be about the same as the Childs’ Mill crossing, and 
its comparative length and grades much more favorable than 
any other route that can be suggested. 

I have never entertained a doubt, that if the President of 
the United States had been fully aware of the great advan¬ 
tages of this locality, he would have fixed the initial point of 
the road, with reference to a crossing, opposite the mouth of 
the Pappillon Valley, instead of the point designated by him 
above Omaha City. 

The first point, therefore, to be considered, will be the cross¬ 
ing, with a high bridge at 

CHILDS’ MILL. 

This point lies nearly in an air line between the natural 
point of convergence of the three lines of railroad, terminating, 
or to terminate at Council Blufts, and the southerly bend of 
the Union Pacific Railroad, where it leaves Mud Creek, and 
enters the Pappillon Valley. 

The advantages claimed for this crossing are : 1st, its 
directness or saving in distance ; 2d, its adaptation to a high 
bridge; and 3d, its cheap construction, as compared with the 
locality at South Omaha, having in view the ultimate reduc¬ 
tion of the grades west of Omaha to a maximum of thirty 
feet per mile. 

The disadvantages claimed for it are: 1st, the virtual 
abandonment and loss of all the expenditures heretofore 
made by the company at Omaha, and on the line of the road 
as far west as the intersection; 2d, the violation of implied 
obligations to the Government and people, consequent upon 
the abandonment of a line upon which the company has 
received the Government subsidy under the approval of the 
President of the United States, and which has been given 
out as the permanent terminus of the road, on the faith of 
which announcement a large amount of private capital has 
been invested in and about Omaha; 3d, the necessity of 
incurring a much larger present expenditure than would 


5 


be chargeable to the construction of a bridge at points 
further up the river, where an intersection could be made 
directly with the present line at or near Omaha; and 4th, 
the necessity of maintaining and operating that portion 
of the road between Omaha and the point of intersection 
(near the mouth of Mud Creek Valley) which would be 
virtually abandoned for through business. 

The estimated present cost of the bridge and approaches 
at this crossing is $1,432,131, and the “ total capital” charge¬ 
able to it is $1,632,131. 

The next point to be considered will be the crossing with 
a high bridge at 


SOUTH OMAHA. 

This point is situated about three fourths of a mile below 
the present machine-shops of the company, at Omaha, and it 
is proposed to connect the westerly approach of the bridge 
with what is known as the “ Ainsworth line” (having a ruling 
grade of thirty feet per mile), and to intersect with the pres¬ 
ent road near the intersecting point of the Childs’ Mill line. 
It is also proposed to connect, by means of a short branch, 
with the present depot grounds and shops of the company, 
although the business depot will be located upon what is 
known as the “ Train table” in South Omaha. 

The advantages claimed for this crossing are : 1st, its vir¬ 
tual compliance with the implied obligations of the com¬ 
pany to the Government and people with reference to the 
terminus of the road, as fixed by the President of the United 
States; and 2d, its proximity to the present shops and 
depot grounds of the company, which will render them avail¬ 
able to some extent for future use. 

The disadvantages claimed for it are: 1st, its greater 
length of two and a half miles (via the Ainsworth line) than 
the Childs’ Mill crossing; and 2d, its greater present and 
ultimate cost, as compared with the Childs’ Mill line. 

The estimates of cost and distance are computed by Mr. 
Williams with reference to an intersection with the present 
road west of the summit, and reducing the grades upon the 


6 


present line to thirty feet per mile. The probable difference 
in the cost of doing this, and the construction of the Ains¬ 
worth line, which he estimates to be one mile shorter, will be 
so trifling, that I shall apply his estimates as they stand to 
the Ainsworth line. 

The estimated present cost is $2,093,604; and the total 
capital chargeable to it (after deducting $79,200, as the cost 
of running one extra mile less than assumed by Mr. M il- 
hams), is $2,346,356. 

The difference, therefore, so far as the foregoing compari¬ 
son extends, is $661,473 in present expenditure, and $714,225 
in total capital invested, in favor of the Childs’ Mill, as 
against the South Omaha crossing. 

I beg leave to submit, however, that the company, in finally 
deciding this question, should charge each of the crossings 
with its proportionate amount of the loss, or deterioration in 
value, to the company, of the expenditures already incurred 
at the eastern terminus of the road, embracing the road and 
track now in use from Omaha to the junction, and the depot 
grounds, shops, buildings, sidings, Ac., at Omaha. 

It was stated in my report of December 31, 1866, that 
“An expenditure of about $1,250,000 has already been in¬ 
curred upon the present line, between the Missouri river 
and the point ‘ D’ (junction), which expenditure would be 
rendered comparatively worthless for the purposes intended, 
by a material change in the eastern terminus of the road ; or, 
which would practically amount to the same thing—the building 
of a bridge at the crossing 4 B’ (Childs’ Mill).” 

By charging the Childs’ Mill crossing with this amount, 
$1,250,000, and charging the South Omaha crossing say 
$250,000, on account of its want of proximity to the present 
depot grounds, and the ultimate abandonment of the present 
track to the junction, we should have, to represent present 


cost: 

Childs’ Mill crossing.$2,682,131 

South Omaha “ . 2,343,604 


Difference in favor of South Omaha.... $338,527 







7 


And to represent total capital: 

Childs’ Mill crossing.$2,882,131 

South Omaha “ 2,596,356 

Difference in favor of South Omaha. $285,775 


LOW BRIDGE CROSSING. 

At the request of yourself and some of the other directors, 
I have prepared with some care, plans and estimates for a 
bridge to be located at any point, which may be considered 
most safe and expedient, between the South Omaha crossing 
and the point known as the “ Telegraph Pole crossing” just 
above the present depot grounds at Omaha. 

The plan contemplates a bridge about two thousand feet 
long, with iron superstructure throughout. The lower chord 
to be fifteen feet above high-water mark. A pivot-draw 
with two openings of one hundred and sixty feet each in the 
clear. The permanent spans to be two hundred feet each 
from centre of piers. The foundations to be of cast-iron 
cylindrical columns, averaging seventy-two feet long, and ex¬ 
tending from the lower chord to a permanent bearing under¬ 
neath the river bed. 

The estimated cost of this structure complete (except ap¬ 
proaches) is $625,000. 

Inasmuch as the eastern end of the bridge may be made to 
connect with the present track of the Chicago and North-west¬ 
ern Railroad, which runs down to the Missouri river, and the 
west end with the tracks upon the present depot grounds at 
Omaha, the cost of approaches will be comparatively slight, 
but they are assumed at $25,000, making the total cost of 
bridge and approaches $650,000. 

The protection of the river banks above, and at the site of 
the bridge—together with the direction of the navigable 
channel through the draw openings, so far as expenditures 
on these accounts would be likely to exceed the cost of pro¬ 
tecting the river banks above the high structures at South 
Omaha and Childs’ Mill—should be charged to this crossing 
in any comparison that may be made between them. 








8 


Without undertaking at the present moment to specify the 
probable nature and extent of these expenditures, I will pro¬ 
ceed to institute a comparison between this and the two pro¬ 
posed high crossings below it, in order to show what expen¬ 
ditures the company could afford to make, or what risks they 
would be justified in taking, in order to secure the advan¬ 
tages of this crossing during the next five or ten years. 

The advantages claimed for this crossing are : 

1st. It can be constructed during the present year, or cer¬ 
tainly within one half the time that either of the high struc¬ 
tures below it can be constructed. This consideration is es¬ 
timated to be worth to the company at least $100,000. 

2d. The expenditure required to bring it into use (exclu¬ 
sive of river work), will be only $650,000, which is $1,443,604 
less than the South Omaha crossing, and $782,131, less than 
the Childs’ Mill crossing, exclusive of loss or deterioration in 
value of shops, &c. 

3d. It renders available, to the fullest extent, all the ex¬ 
penditures heretofore made by the company between the 
initial point and the junction near the mouth of Mud creek. 
Assuming this expenditure to be $1,250,000, and the credit 
would be say $250,000, as against the South Omaha crossing, 
and $1,250,000 as against the Childs’ Mill crossing. 

4th. It enables the company to concentrate the railroad 
and river traffic substantially at one point, at or near its west¬ 
ern terminus, thus avoiding the construction of a branch 
track for the accommodation of the river traffic. 

5tli. Inasmuch as this crossing does not involve any imme¬ 
diate change in the present line and grades west of Omaha, 
it enables the company not only to defer that expenditure, 
but to avail itself of any better route that may yet be found 
between the initial point and the Platte Yalley. 

6th. It enables the company to comply fully with all the 
legal and moral obligations growing out of their charter and 


9 


their past policy respecting the eastern terminus of the road, 
thus securing the good-will and co-operation, instead of the 
active hostility of the inhabitants of a large and growing town 
at its eastern terminus. The value of this cannot, of course, 
be computed in dollars and cents. None will deny, however, 
that something , perhaps much , should be credited to this cross¬ 
ing on that account, particularly as against the Childs’ Mill 
crossing. 

The disadvantages claimed for this route are : 

1st. The difficulties attending the proper control of the 
banks and channel of the river, in order to secure the perma- 
nancy of the structure, and avoid any material obstruction 
to navigation. 

2d. Its greater length. This will depend somewhat upon 
the ultimate location of the point at which the roads will con¬ 
verge upon the east side of the river, as well as upon the 
point selected for crossing the river. 

I will assume that it is one mile longer than the South 
Omaha crossing, and three miles longer than the Childs’ Mill 
crossing. Computing this excess of distance by the value 
($79,200), estimated by Mr. Williams of one mile saved, and 
the result shows for this item $79,200 in favor of the South 
Omaha crossing, and $237,600 in favor of the Childs’ Mill 
crossing. 

Mr. Williams estimates the cost of grading and masonry 
upon the Ainsworth line, from the present shops to its intersec¬ 
tion of the main hue, at $175,743, which amount should also 
be included in the total capital to be invested in this line, 
with a view to an ultimate reduction of the grades to thirty 
feet per mile. 

The following summary will show the comparisons between 
the resjDective crossings, exclusive of expenditures to be in¬ 
curred in protecting the river banks and controlling the navi¬ 
gable channel: 


2 


10 


SUMMARY. 


NATURE OF EXPENDITURE. 


Present Expenditure required to open 
line for use. 

Total Capital to be invested as per Mr. 

Williams’ report. 

Deduct value of one mile saved by 
Ainsworth line.. 


Add for loss on shops, Ac. 

Comparative Total Capital. 

Add for constructing Ainsworth line. .. 
Add for increased distance over South 
Omaha line. 

Comparative Total Capital. 

Add for increased distance over Childs’ 
Mill line two miles additional. 

Comparative Total Capital. 


DESIGNATION OF CROSSING. 


Childs’ Mill. 

S. Omaha. 

j Low Bridge. 

$1,432,131 

$2,093,604 

$650,000 

1,632,131 

1,250,000 

2,425,556 

79,200 

175,743 

79,200 

2,346,356 

250,000 

2,882,131 

2,596,356 


. 


2,596,356 

904,943 


158,400 

2,882,131 

. 

1,063,343 


1 



Tlie following results are deduced from the above sum¬ 
mary : 

1st. The present expenditure upon the South Omaha cross¬ 
ing, exclusive of the loss on shops, <fcc., will be $661,473 more 
than upon the Childs’ Mill crossing. 

2d. The total capital to be invested in the South Omaha 
crossing, including the loss on shops, &c., will be $285,775 
less than in the Childs’ Mill crossing. 

3d. The present expenditure upon the low bridge cross¬ 
ing, exclusive of the loss on shops, &c., will be $1,443,604 less 
than upon the South Omaha crossing, and $782,131 less than 
upon the Childs’ Mill crossing. 

4tli. The total capital to be invested in the low bridge 
crossing, including the reduction of grade, loss on shops, <fce., 
will be $1,691,413 less than in the South Omaha crossing, and 
$1,818,788 less than in the Childs’ Mill crossing. 



































































11 


RIVER EXPENDITURES. 

From the foregoing differences, in the comparison of the 
low bridge crossing with the other lines, must be deducted 
the cost and risks attending the permanent adaptation of the 
river and channel to the locality of the bridge and draw- 
openings, in such a manner as to secure the safety of the 
structure and not to impair the usefulness of said river for 
navigation to any greater extent than such structures of the 
most approved character necessarily do. 

The difficulties to be apprehended in attempting success¬ 
fully to control the Missouri river, within reasonable limits, 
have, in my opinion, been very much exaggerated in all pre¬ 
vious reports upon the bridge question. I certainly find that 
my own views have been materially modified since my first 
observation of the river. 

The first high water that came upon us after the grading 
of the depot grounds and construction of the shops at Omaha, 
was in the spring of 1866. I was at Omaha and watched the 
effect with great solicitude and alarm. On the 24th April, I 
telegraphed to Dr. Durant, who was then on his way to 
Omaha, as follows : “ Prospect of river breaking through io 
Nebraska Bluffs and leaving sand hills on island.” To which 
the doctor replied : “ Don’t be alarmed—the river won’t wash 
the bluffs during your day. You may lose a little of the 
track near initial point, but the most of it will be all right— 
I will insure it for a trifle.” 

The doctor arrived at Omaha by steamer from St. Joseph, 
during the highest stage of the water; and after carefidly exam¬ 
ining the condition of the river, a portion of which was then 
rushing over the flats between the company’s shops and the 
sand hills, predicted that the only material change produced by 
the flood would be the washing away of a portion of the bank 
below the initial point, and the formation of a bar below the 
telegraph poles, which would be caused by the diversion of 
the current toward the Iowa shore. 

His theory proved to be perfectly correct. A small portion 
of the road-bed below the initial point was washed away, 
after the track had been removed from it. A bar was formed 


12 


below tlie telegraph poles. The current set with more than 
its previous force against the Iowa shore ; and with these ex¬ 
ceptions, the river resumed substantially its former bed for 
another year. 

In the spring of 1867 we had another and still higher 
flood. Yourself and a number of the other directors arrived 
in time to witness its full effects. The indentation in the 
Nebraska shore, below the initial point, became deeper; so 
much so that it deflected the current more strongly against 
the Iowa shore opposite the telegraph crossing; and, finding 
no obstacle to resist it, commenced undermining and washing 
it away. This formed a large eddy on the Nebraska side 
below the telegraph poles, and the bar was extended further 
down the river. It also gave the current a shoot against the 
Nebraska shore, opposite the Train table, and commenced 
washing it away. 

These abrasions upon one side of the river, and the for¬ 
mation of bars upon the other, will undoubtedly continue from 
flood to flood, or year to year, so long as no obstacle is placed 
in the river at the proper point to prevent it. 

I have no doubt that if, after the flood in 1866, a crib filled 
with stone and properly secured by piles, had been placed at 
a proper point in the river, near the initial point, so as to 
have received and checked the first impingement of the strong 
current as it set across from the opposite shore, no further 
abrasion would have since occurred, either at that point, or 
upon the Iowa shore opposite the telegraph crossing. On 
the contrary, I believe, that the indentations previously 
made, would have been refilled by the formation of bars 
during the floods of 1867, and that the river would now 
be running substantially where it did before the flood of 
1866. 

So far as I am informed or have observed, there has been 
no material change in the banks of the river opposite the 
lower end of the depot grounds at Omaha during the past 
five or ten years. Bars have been formed in the river bed; 
and the navigable low water channel has undoubtedly 
changed between the banks within that time, owing to the 
changes referred to in the river banks above. 


13 


If Omaha is to remain as the eastern terminus of the road; 
and the company intends to maintain and enjoy the use of 
the present depot grounds and shops at that place, it will 
certainly be for the interest of the citizens of Omaha, and 
the railroad company, to protect the banks of the river in 
that vicinity, without reference to any particular locality of 
the bridge. This protection will be just as important if the 
bridge is located at South Omaha, as it will be if located 
opposite the present depot grounds ; and the cost whatever 
it may be, as stated in my former report, should certainly not 
be charged to the low bridge crossing. 

I maintain furthermore, that so far as a proper protection 
of the river banks may be necessary to secure the perma¬ 
nency of the bridge foundations and structure, there will be 
no material difference in the expenditure required for the 
respective crossings proposed; and therefore, that no addi¬ 
tional charge should be made on that account against the 
low bridge crossing, opposite the present depot grounds of 
the company. 

The control and direction of the navigable channel dur¬ 
ing stages of very low water may, and probably will, be 
attended with some degree of difficulty and expense. The 
expedients to overcome these difficulties are various, and 
can only be decided upon fully when the precise nature and 
extent of the difficulty becomes apparent. At one time the 
aid of a small but powerful tug-boat may be all that is 
required. At another, it may be necessary to use a dredge 
for a short time; and again it may be necessary to sink one 
or more cribs, at proper points above the draw opening^ 
that will give the current a permanent direction through 
them. 

Years may, however, elapse before it may be found neces¬ 
sary to resort to any of these expedients. Bat suppose you 
provide for the contingency by appropriating and setting 
apart $250,000 or $500,000, or even $1,000,000, and you still 
have a balance of ultimate expenditure in favor of this cross¬ 
ing sufficiently large, in connection with the net earnings of 
the bridge, to enable you to build a permanent high bridge 
at any other locality which may be deemed most expedient 


14 


hereafter. Whenever this time arrives, if it ever should, 
there is no doubt that the towns of Omaha and Council Bluffs 
will be very willing to take the low bridge off your hands at 
a fair valuation. 

The liability of steamboats to accidents is no greater, if 
as great, in passing through a draw-bridge properly con¬ 
structed, than in passing between the piers of a permanent 
bridge. These accidents always occur by reason of collisions 
with the piers or abutments, instead of the superstructure. 
And when the channel is kept open and well defined through 
either of the draw openings, the passage must be much safer 
and more easily accomplished, particularly in stages of very 
low water, than when the pilot is compelled to make an un¬ 
certain choice between several spans of a high bridge. 

In stages of high water, and a strong current, I w r ould con¬ 
sider the risks from accidents as being much less at the 
localities of South Omaha, and the Low bridge, where the 
direction of the river is comparatively straight for some dis¬ 
tance above and below T , than at the Childs’ Mill crossing, 
where the current sweeps with great force around the bend 
in the river, and the boats coming up the river cannot see 
the piers until they get very near them. 

Whatever may prove to be the effect, upon river navigation 
of constructing a bridge at any of the localities herein spoken 
of, it cannot be denied that there will be a much less number 
of boats to pass through a bridge at the proposed locality 
of the low bridge, than at any point further down the river, 
for the reason that by far the largest number of boats com¬ 
ing up the river, will not pass above the bridge, but turn 
about and pass down again. A few smaller-class boats will 
also probably do the same thing above the bridge, so that but 
few, comparatively speaking, will have occasion to use the 
draw. 

I am fully aware of the opposition which will be arrayed 
against the project of building a low bridge, particularly at 
the locality herein indicated. Some will oppose it upon the 
grounds of impracticability, and upon the theory that nothing 


15 


can be done except what has been done. Others will oppose 
it from selfish or personal interests. Others will claim that 
it is too cheap and unpretending for a road of such grand 
proportions as the Union Pacific ; and that the government 
and people, therefore, will demand something more perfect, 
grand, and imposing, for the eastern terminus of the road. 
The citizens of Council Bluffs will oppose it because it will 
virtually establish the transfer grounds upon the opposite 
side of the river, and thus build up Omaha at the expense 
of Council Bluffs. The Legislature of Iowa, instigated by 
the citizens of Council Bluffs, will oppose it for the same 
reason, and per contra , the citizens of Omaha and the Legis¬ 
lature of Nebraska would favor it for the same considerations 
of self-interest. 

I trust, however, that the company which furnishes the 
money to build the bridge ; and is to be held responsible for 
its permanency and success, will be allowed to have some¬ 
thing to say hi the matter. 

I do not wish to be understood as having changed my 
views, as expressed in my former report, respecting the 
superiority of a high bridge over a low draw-bridge, in cases 
where the locality renders the construction of a high bridge 
reasonably practicable when viewed in connection with its 
present cost and previous expenditure, together with the more 
important and controlling interests of the company. 

Whether this is such a case, the directors alone are com¬ 
petent to decide, after a careful consideration of the different 
views presented. They will bear in mind, however, that 
nearly all of our largest cities are approached from all direc¬ 
tions by railroads having one or more draw-bridges to pass 
over; and that nearly all of our largest rivers are spanned 
by one or more draw-bridges for the passage of railroads—all 
which would undoubtedly have been avoided if other and 
more controlling considerations had not rendered their con¬ 
struction expedient. 


16 


PLAN OF CONSTRUCTION. 

I liave very little to say upon this branch of the subject 
in addition to what was said in my former report. 

If the bridge is to be regarded as a permanent one, the 
superstructure should undoubtedly be constructed of iron, 
upon the best plan now in use. My estimates for the low 
bridge have been based upon the plan of “ Post’s diagonal 
truss,” which I consider equal, if not superior, to any other, 
as regards economy and strength. The draw-truss is entirely 
of wrought iron. 

The foundations, under the water, should, unless rock is 
within easy reach, be of cast-iron cylindrical columns, sunk 
below the scour-line of the river; wooden piles cannot, prob¬ 
ably, be sunk sufficiently low to ensure safety. 

For a low bridge, I would not hesitate to carry the cast- 
iron columns up to the lower chord of the bridge, and rely 
upon them, in connection with a suitable ice-breaker, entirely 
for the support and protection of the structure. 

But for a bridge fifty feet in the clear above high-water 
mark, although the columns, if of proper dimensions, would 
undoubtedly sustain the weight, I should have some fears as 
to their power, however well braced, to withstand the heavy 
pressure of the strong, deep current of the Missouri river at 
high floods, accompanied, as it must often be, with ice and 
flood-wood jams, and occasional shocks from rafts and steam¬ 
ers passing down the river. I think that, for a high bridge, 
solid stone-masonry of the very best quality will be required 
above low water, in order to guarantee the entire perma¬ 
nency of the structure. 

Respectfully submitted. 

Silas Seymour, 
Consulting Engineer. 

To the Honorable Oliver Ames, 

President Union Pacific Railroad Company. 


LETTER OF J. L. WILLIAMS, 

ON THE LOCATION BETWEEN OMAHA CITY AND 

PLATTE YALLEY. 


New York, January 2, 1865, 

Thos. C. Durant, Esq., Y. President IJ. Pacific R. R. Co.: 

Sir,—The consulting engineer, Col. Seymour, having sub¬ 
mitted a report, dated 21st December, recommending a change 
of location, west from Omaha, I have prepared, at your re¬ 
quest, and now submit the following statement of the question, 
in its engineering and commercial aspects, based mainly upon a 
personal examination of the present location, made in October 
last, in company with Col. Seymour, Mr. Henry, and Mr. Dey, 
the engineer in charge. 

The facts bearing upoti the question may be stated as follows: 

1st. The way traffic eastward from the mountains, will consist 
chiefly of the product of the mines, most of which will be of 
little weight, in proportion to value. As respects the through 
traffic eastward, only such articles of ocean commerce as are of 
great value and little weight, and which therefore, can afiord 
to pay land carriage, to save time and insurance, will be likely 
to come through by rail. On the other hand, the population 
of the extensive mining region of the mountains, will be chiefly 
supplied with provisions and breadstuffs, as well as with mer¬ 
chandise, heavy groceries and machinery, from the Missouri 
Yalley. We may therefore assume the tonnage westward as at 
least twice as great as that going east. Until finished through 
to the Pacific, the difference will be far greater. 

2nd. Present location between Omaha and the Platte Yalley, 
at crossing of the Elldiorn, is twenty-three miles, with maximum 
grades, ascending westward; of 66 feet per mile, and ascending 





2 


✓ 


eastward, 79 2-10 feet, or say 80 feet per mile, throwing off 
fractions. 

3d. "Ne w route between same points, as suggested by con 
suiting engineer, following down Mud Creek to the Pappillon, 
and thence up its western branch, is 32 miles long, with propos¬ 
ed maximum grades of 40 feet per mile in both directions, The 
curvature is assumed to offer equal resistance on either line. 

4 

4th. The extension of the line up the Platte, from the point of 
intersection at the Elkliorn, will have grades ascending with the 
general inclination of the valley, for 200, or perhaps, 400 miles, 
reaching a maximum at certain points, probably, of 10 feet per 
mile. As the same engine, upon this grade, will haul more 
than twice the load which it can bring from Omaha to the Ell^ 
horn, even on the line of 40 feet grades, we may assume, that in 
the practical working of the road, whichever route be adopted, 
freight trains will be made up at this point, with the number of 
cars adapted to the grade east or west, as the case may be. 

According to Col. Seymour’s tables, a 30 ton engine will haul 
westward from the Elkliorn, on the 10 feet maximum grade, 56 
loaded ears, or, in practice, say 50 cars, which will make a train 
quite long enough for convenient working. The cost of hauling 
these 50 cars over the high grades from Omaha, will be, com- 
paratively, on the two lines, as follows: 

An engine of 30 tons weight will haul over the 66 feet grades 
16 cars, or over the 40 feet grades 25 cars. It will save fractional 
calculations, and is accurate enough for comparison, to assume 
three trains over the 66 feet grades, or 48 cars, as equal to 
two trains, or 50 cars, over the 40 feet grades. Then, supposing 
that the engine in each case, after delivering at the Elkliorn, 
the number of cars due to a Platte Valley train, goes west with 
its last section, without returning, it will have passed over the line 
of 66 feet grades, 23 miles in length, five times=115 miles run; or, 
over the line of 40 feet grades, 32 miles in length, three times 
=96 miles run. This, at $1,00 per mile run of the engine, gives 
a cost of $115 on the present location, for delivering at the 
Elkliorn 48 cars, and a cost of $98 for delivering at the same 
point 50 cars by the proposed new route, by way of Mud Creek 


3 


and the Pappillon. Tlie adoption of the longer line of 40 feet 
grades will, therefore, save $19 in the cost of motive power on 
each 50 car loads, or, on each 500 tons of westward bound 
freight. 

Eastward bound freight need not be brought into the calcula¬ 
tion upon tlie foregoing basis. If I am right in assuming twice 
as much tonnage west and east, then the cars going east will be 
but half loaded. On the short route of 23 miles there are 80 
feet maximum grades ascending eastward, over which the return 
engine could haul 13 loaded cars, making a gross load of 221 
tons. But to equalize the cars going in both directions it must 
take 16 cars on each return trip. Half of these return cars, being 
empty, or all but half loaded, tlie gross load would be 192 tons. 
tJpon this basis with the large preponderance of westward 
freight, the 80 feet grades, on the present location will in prac¬ 
tice impose no extra cost, so far as respects the mere cost of mo¬ 
tive power, over what is caused by tlie grades of 66 feet ascend^ 
ing in the direction of the greater traffic. 

I have not deemed it necessary to enter into the question of 
passenger business. Until the new Territories are fully settled it 
will be heavier west than east. Passenger trains, as made up at 
Omaha, will run up the Platte, unbroken, and with the same 
engine to the first point of change, SO or 100 miles distant. 
There would be a waste in the excess of power required east of 
the Elkhorn even with 40 feet, and still more with 80 feet grades, 
over wffiat is required oil the low grades west. The exact 
Valite of this waste is difficult to estimate. Ordinarily, the short 
line could be run in some 15 minutes less time than the new and 
longer route. But in the winter season the trip would often be 
thade in less time over the longer route. 

A saving of $19 on each 500 tons of western bound freight 
Would give, upon the yearly traffic, when it shall have reached 
300,000 tons in that direction, an annual saving of $11,400. 

There would also be a material saving in wear and tear by 
adopting the more level route. Grades of 66 and 80 feet per 
mile are very destructive to machinery, and more so in the des¬ 
cent than the ascent. 

On the other hand there is the expense of maintaining 9 miles 


4 


of cross-ties to be charged against tlie new line, equal to 
about $2,000 per annum. 

The cost of construction is considered equal—the expense ot 
changing the first 5 or 6 miles from Omaha running down the 
.River, to be done at a future day, to get a 40 feet grade through¬ 
out, off-setting the estimated saving west of the point of di¬ 
vergence. 

It must also be stated, that the full advantage of the lower 
grade on the new route, will not be realized until the change 
alluded to in the last paragraph shall have been made. Without 
this change there is still near three miles of high grade, ascend¬ 
ing westward from 61 to 66 feet per mile, to be overcome, 
mitigated somewhat in its inconvenience, by being at the be- 
ginning of the road, where assistant engines can -at all times 
be in readiness. 

While my statement of the question differs in form, and works 
out, perhaps, a smaller saving than that reached by the consulting 
Engineer, I concur with him in advising the change. For a busi* 
ness covering only the section of high grades between Omaha 
and the Elkhorn, it might be a nearly balanced question, whether 
to increase distance 40 per cent, for the proposed reduction of 
grades. But connected, as this section of the road is, with the 
400 miles of 10 to 15 feet grade westward, this undulating sec¬ 
tion, with its grades of 66 and 80 feet, becomes a serious evil, 
affecting essentially the economical and beneficial working of 
this great national thoroughfare. And in view of the peculiar 
relation of this first section of the road to the whole line this 
side of the mountains, I go further than the consulting Engineer, 
as respects western ascents, and recommend that the Board 
limit its grades to 20 feet per mile ascending westward, and 40 
feet per mile ascending eastward, maintaining still a lower 
maximum grade ascending west than east, equalizing, as near as 
may be, the power required to haul the outgoing and incoming 
trains, under the inequality of tonnage in the two directions, 
which, in all probability, will preponderate westward more 
largely than I have assumed. The Elkhorn Bluffs may require 
a 40 foot grade ascending eastward. But on the proposed route, 
by way of the Missouri, Mud Creek and Pappillon Yalleys, a 
maximum ascending westward, as low as 20 feet, cannot mate^ 
rially enhance the cost of grading. 


AMERICAN RAILROAD JOURNAL 


263 


New York. —Chicago and Milwaukee 1st mort, 
85; Morris and Essex 1st mort., 96%; do., 2d 
mort., 86 ; Great Western 2d mort., 73 ; Peninsula 
R. R. 1st mort., 76; Chicago, Rock Island and 
Pacific 7s, 89%; Marietta and Cincinnati 1st 
mort., 81%; Galena and Chicago 1st mort., 98% . 
do., 2d mort., 98%; Chicago and Great Eastern 
1st mort., 69 ; N. Y. and New Haven R. R., 118; 
do., bonds, 96 ; N. J. Central, 117; New Jersey 
R. R., 135 ; Stonington, 89; Sixth Avenue R. R., 
120; N. Y. State 7s, Bounty Loan, coupon, 106; 
do., reg., 106%; do., 6s, 1872, ex-interest, 99; 
Ohio 6s, 1881, 102% ; do., 1875, 101; Virginia 6s, 
ex-coupftn, 41; Brooklyn Water Loan, 95; do., 
Park Loan, 92 ; N. Y. City 5s, 1890,88 ; American 
Coal, 54 ; Ashburton Coal, 10 ; Pennsylvania Coal, 
150; U. S. Coal, 35%; Wilkesbarre Coal, 39; 
Brunswick City Land Co., 8 ; Boston Water Power 
Co., 25% ; South Am. Nav. and Marine R. R. Co., 
115; Mariposa pref., 23% ; Manhattan Gas, 160 ; 
Western Union Telegraph, 42 ; Adams’ Exp., 61%; 
Wells, Fargo & Co., Express, 67% ; American 
Exp., 60; U. S. Express, 59; Merchants’ Bank, 
115; Bank of Commerce, 116; Fourth National 
Bank, 104% ; Shoe and Leather Bank, 112 ; Con¬ 
tinental Bank, 103 ; Hanover Bank, 110 ; Central 
National Bank, 110; Ocean Bank, 101; Phoenix 
Bank, 107; Bank of New York, 118; Bank State 
of New York, 108; Metropolitan Bank, 124; Im¬ 
porters’ and Traders’ Bank, 113; Atlantic and 
Pacific Gold, 2.25 ; Alamada Silver, 6.90 ; Ameri¬ 
can Flag Gold, 1.05; Benton, 1.30; Columbian G. 
& S., 2.80; Consol. Gregory Gold, 12.00; Cory- 
don, 6.80; Charter Oak Copper, 1.45; Crozier 
Gold, 0.10; Davidson Copper, 1.25; Des Moines, 
1.00; Gunnell Union, 0.54; Hope Gold, 0.50; 
Hibbard G. and C., 1.00; Holman, 0.15 ; Keystone 
Silver, 0.06 ; La Crosse Gold, 0.55 ; Liberty, 0.07 
New York Gold, 1.00; Nye, 0.06; People’s G. & 
S., 1.35; Quartz Hill, 4.20; Russell File, 3.20 
Smith and Parmalee, 6.10; Symond’s Fork, 1.50 
Tudor Lead, 3.25; United States, 3.85; Walkill 
Lead, 0.70; Central Petroleum, 0.80; United 
States, 4.00; Cherry Run Special, 0.15 ; Benne 
hoff Run Oil, 2.75. 

Philadelphia .—Reading mort., 6s, 1844-80,91%; 
Sunbury. and Erie 7s, 98%; Connecting R. R. 
bonds, 92%; Camden and Atlantic R. R., 9; New 
Jersey 6s, 101; Harrisburg 6s, 90; Allegheny 
City 4%s, 59 ; West Chester R. R., 15 ; 13th and 
15th streets, R. R., 21; Girard College R. R., 23 ; 
Germantown R. R., 28; Lombard St. R. R, 14% ; 
Lehigh Coal aDd Nav. scrip, 51; Allegheny County 
coupons 5s, 88%; Camden and Amboy scrip, 74%; 
Lehigh Valley scrip, 16; Schuylkill Nav. Imp. 
Loan, 87; Morris Canal Boat Loan, 92; Locust 
Mt. Coal, 50 ; St. Nicholas Coal, 1% ; New York 
and Middle Coal Fields, 3% ; Ocean Oil, 2% ; 
Mt Farm, 0.56 ; Caldwell, %; Mechanics’ Bank, 
34- Merchants’ and Manuf. Bank, 60; Girard 
Bank 57 ; Miners’ Bank of Pottsville, 55 ; Manu¬ 
facturers’ Bank, 32%. The latest quotations are: 
City 6s, 97%@97%; do., free of tax 1014&102 , 
State 5s, 99@99%; do., coupon, 94%@95; do 6s, 
W L 102@102%; Phila., Wil. and Balt., 54% ; 
Lkg do., 6», 1870, texan i do 

bonds, i do., con., 1030103; C^d.nfbd 

Amboy, 

do., 1st mort.,99%@100; do, 2d mort, 9<%@ 
98% • Little Schuylkill R. R., 32033; Morris 
Cali75076; do,pref, 120%@120%; do,bond S) 


93%©94; Wyoming Valley Canal, 56%©—; do, 
6s, 85087; Susquehanna Canal, 15@15%; do, 
6s, 65%065%; Sch. Nav, 22@22%; do, pref, 
32032%; do, 6s, 1882, 78%@79; Union Canal 
bonds, 22%@22% ; Delaware Div. Canal, 55%0 
66; do, bonds, 85089 ; Elmira and Williamsport, 
30032 ; do, pref, 40045 ; do, 7s, 1873, 95%©97; 
do, 5s, 64%©67; Lehigh Coal and Navigation, 
53%©54; do, bonds, 1884, 90%@91%; North 
Pennsylvania, 34©36 ; do, 6s, 89%©90; Phila¬ 
delphia and Erie, 28%©28% ; do, 6s, 91%© 
92; Minehill, 56%©57 ; Catawissa, 13020 ; do, 
pref, 29%©30; Lehigh Valley, 61©61%; do.> 
bonds, 95096 ; Fifth and Sixth streets, (horse,) 
40©43 ; Second and Third, 78080% ; West Phila¬ 
delphia, 72075; Spruce and Pine, 30030% ; 
Green and Coates, 30032; Chestnut and Walnut, 
47%©48% ; Thirteenth and Fifteenth, 20021; 
Girard College, 28030 ; Tenth and Eleventh, 650 
67% ; Union, 40%©41; Hestonville, 14%®14%. 

Boston. —Boston, Hartford and Erie, 13%; do, 
7s, 44%; Vermont Central old, 1%; do, 1st 
mort, 7s, consolidated, 68; Vermont Central and 
Vermont and Canada 8s, 103; Old Colony and 
Newport 6s, 1875, 96% ; Western R. R. 6s, 1875, 
99% ; New Bedford and Taunton R. R. 6s, 1881, 
97% ; Eastern R. R. 6s, 1874, 96 ; Central Pacific 
1st mort. 7s, gold, 98%; South Shoie R. R. 6s, 
94% ; Conn, and Pass. Rivers R. R. 6s, 95 ; Og- 
densburg and Lake Champlain, 64% ; do, 1st 
mort, 99% ; Stony Brook R. R, 104 ; Sandusky, 
Dayton and Cincinnati old, 12; Granite Railway, 
49; Adams Express, 56% ; Boston, Water Power 
Co, 25; Cary Imp. Co, 8%; Essex Land, Co, 
107 ; Opbir (N. S,) Gold, 2%; Cook Co, Ills, is, 
1880, 96% ; Massachusetts 6s, 1894, gold, 99; 
Rhode Island 6s, 1882, 100 ; Maine 6s, 1889, 100 ; 
New Hampshire 1884, 99% ; Chicago 7s, 18810 
1890, 99% ; Boston 6s, 187401876, currency, 101; 
do, 5s, 1868, gold, 1300131%; do, 1875,101%; 
Portland 6s, 1871, 96%; do, 1877, 95% ; St. 
Louis 6s, 1886, 79%; do, 1871,80; do, 1887, 
82; Boston Gas Light, 775 ; Boyleston National 
Bank, 136; Pawner’s National Bank, 96% ; 
Traders National Bank, 100%; North National 
Bank, 112; National Bank of Commerce, 118%; 
Eliot National Bank, 116% ; Washington Natio 
Bank, 122; Everett National Bank, 102 ; N^^^ 
Bank of Redemption, 115% ; TremontJjBWfal 
Bank, 123%; Market National Ban^^l0%; 
do, Brighton, 111%; Merchants’National Bank, 
112- Mt. Vernon Bank, 106; State National 
Bank, 80%; Blackstone National Bank, 127; 
Allouez Mining Co, 6 ; Boston, 50c.; Bay State, 
g% j Concord, 3 ; Canada, 62c, ; Dana, 1%; 
Hancock, 8% ; Hanover, 1%; Humbolt, 1%; 
Hungarian, 1; Native, 2; Phoenix, 5; St. Clair, 
5%'; Superior, 3%; Toltec, 1%. 

Baltimore. —Western Maryland bonds guar¬ 
anteed, 93% ; do, 2d mort, 64; Marietta and 
Cincinnati 1st mort, 82; Virginia 6s, reg, 38; 
do, coupon, 37% ; Bare Hill, Mining Co, 0.30 ; 
Baltimore Gas Co, 200; Bankers’ and Brokers’ 
Telegraph, 0.50; Franklin Bank, 13%; Third 
National Bank, 102 ; Farmers’ and Planters’ Bank, 
29%; Mechanics’ Bank, 9 ; National Exchange 
Bank', 97%; Farmers’ and Merchants’ Bank, 
45%; Union Bank, 60. The latest quotations 
are ; Balt, and Ohio, 1160117 t d°-> 6s > 1867, 98 
0100%; do, 1875, 97097%; do, 1880, 970 
97% ; do, 1885, 99099% ; Northern Central, 


45%©46% ; do, bonds, 1885, 82092%; N. W. 
Va, 18©18%; do, 1st mort, 1873, 93%©93%; 
do, 2d mort, 90093; do, 3d mort, 89©91; do, 
unguaranteed, 17017; Marietta and Cincinnati 7s, 
1891, 82©82%; Central Ohio, 26029; do, 1st 
mort, 89090; Western Md. bonds, 64068; do, 
guar, 93%©94%; Maryland 6s, coupon, 1870, 
1010102% ; do. Ins, 1010102; do, 1890, 101% 
©102% ; Baltimore 6s, 1870, 97097%; do, 1873, 
96099; do, 1875, 99099; do, 1886, 98098%; 
do, 1890,97098; do, coupon, 1000100; do. 
Park, 98%©99; do, 1892, 95095 ; do, 6s, 1838, 
-’70,83083; City Passenger R. R, 18©18; 
Canton Co, 45046%; Gardner, 0.8000.85 ; Am. 
Gas Coal, 0.5000.95; Maryland Anthracite Coal, 
507 ; George’s Creek, 950101; Santa Clara, 2@4 ; 
Balt. Chrome, 0.2000.25 ; Bare Hill, 0.2500.25 ; 
Atlantic Coal, 0.6000.70; Mineral Hill, 0.100 
0.40; Baltimore Coal, 1600170. 

Bridge over tlie Ohio at Louisville. 

Proposals will be received by the “ Louisville 
Bridge Co,” A. Fink, Esq, Chief Engineer, until 
the 10th of April, for the construction of about 
22,000 yards of the masonry of the bridge over 
the Ohio River at Louisville. Plans and specifi¬ 
cations are now ready for inspection. We are 
glad to see that this enterprise, so fraught with 
interest to the city of Louisville, is about to be 
commenced and pushed forward with energy. 
We understand that already fl,000,000 has been 
subscribed for the completion of this great work, 
which will unite Louisville with the North and 
East, and give her connection with all the great 
marts of America, without the delay and expense 
of crossing the river by means of the ferry. 

The Advertisement of the “Third Na¬ 
tional Bank,” of which J. F. D. Lanier, Esq, is 
President, and Parker Handy, Esq, Vice Presi¬ 
dent, will be found on our outside page. This 
Bank is the designated Depositary of the United 
States, aDd authorized agent of the Treasury. 

ggp- We invite attention to the Advertisements 
of Messrs. Hoy, Kennedy & Co, in another 
column. These gentlemen are importers of Rail¬ 
road Iron and Dealers in Railroad Supplies 
Agents for Owen’s Patent Wheel, Tire and A^ 
(also for the Earl of Dudley’s Iron. Off? 
Warehouse 111 Liberty street, New York. 

Pacific Railroad Surveys. 

We have received from Hon. Jesse L. Williams, 
Government Director of the Union Pacific Rail¬ 
road, an official copy of his report on the surveys 
over the Rocky Mountains—showing the advan¬ 
tages and disadvantages of the different routes— 
supplied, with the consent of the Secretary of the 
Interior, in advance of its publication by the De¬ 
partment. As these engineering facts respecting 
this hitherto unexplored region are of interest to 
railroad men, and especially to engineers, we have 
concluded to publish it entire. Mr. Williams says : 

The preliminary surveys' across the first range 
of the Rocky Mountains being nearly completed 
the Government Directors deemed it important 
that one of their number should personally exam¬ 
ine such of the lines as appeared most feasible. 
Accordin°lv, at the request of my colleagues, and 
by invitation of Colonel S. Seymour, the Consult¬ 
ing Engineer of the company, I accompanied him 
to the mountains in September last. 

At Omaha we were joined by General G. M. 
Bod<re, Chief Engineer, and iD passing over the 
several routes, were further aided by explanations, 
on the ground, by the Division Engineer, under 
whose immediate direction the survey had in each 


les. 

M 


















264 


AMERICAN RAILROAD JOURNAL. 


case been made, with the advantage also of the 
maps and profiles. Under the requisitions of the 
thirteenth section of the act of Congress, approved 
July 2, 1864, I respectfully submit, for the infor- 
matioh of the Secretary of the Interior, the follow¬ 
ing general results, premising that this report has 
been submitted to my colleagues and sanctioned 
by them: 

This first mountain barrier, as it stretches north 
and south across the general course of the road, 
between the 105th and 106th meridian of longi¬ 
tude, may be described as extending from the 
canon of the South Platte, near the latitude of 
Pike’s Peak, to the North Platte, a distance of 
near three hundred miles. Its more southerly and 
higher portion, called the Snowy Range or Rocky 
Mountains proper, forms part of the great divide 
of the Continent, separating the waters of the 
Platte from those flowing into the Colorado of the 
West. The northern section of this mountain 
barrier, being a part of the subordinate range 
known as the Black Hills, and only dividing the 
drainage of the two forks tff the Platte, is, never¬ 
theless, as to direction, the continuation of the 
main Rocky Mountain range northward, possess¬ 
ing the same mountain characteristics, though 
having less altitude and gentler slopes. The 
Cache-la Poudre River, the largest tributary of the 
South Platte, taking its rise in its most southerly 
branch, near the heights of Long’s Peak, marks 
the point of division of the range into the two sec 
tions here described. The water shed of the Con¬ 
tinent diverges here to the northwest forming first 
the southwestern boundary of the North Park, and 
thence continuing northwest, sinks into the de¬ 
pression known as Bridger’s Pass, where it is 
7,534 feet above the bed of the sea, and 3,892 feet 
lower than at Berthoud Pass in the snowy range 
west of Denver. 

Up to the eastern base of this north and south 
mountain range, the broad and generally smooth 
plain of the Platte Valley opens favorable ap¬ 
proaches, through its several tributaries, to any 
mountain crossing that may be selected. The 
point of crossing the mountain is, therefore, the 
first problem to be solved. 

In the wide range of these surveys, continued 
now through three years, ten distinct points of 
crossing have been examined. They have been 
run with level and transit, in all cases affording 
reasonable hope of practicability ; or, where less 
promising, they have been explored with care, 
availing, in such cases, of barometrical observa¬ 
tions. The passes thus examined include, as I 
understand, all that have been suggested by 
jfcuntaineers or others familiar with the country 
WfFpossibly feasible. Enumerating from sou^^o 
Tiortb, they may be briefly described as follo^Bjj 

ROUTE NO. 1. OVER HOOSIEE £iSS AT HEAD OF TI^ 
SOUTH PLATTE. •* 

Mr. F. M. Case, civil engineer, reports to the 
Vice President, Dec 15, 1861, that he made a sur¬ 
vey of the governing sections of this route and 
submits profiles, first, of the mountain range at 
Hoosier Pass ; secondly, of a line eighteen miles 
northwestward down Blue River, a tributary of 
the Colorado ; and, thirdly, of a line run forty- 
eight miles southwestward from the pass, down 
the upper portion of the South Platte, through 
the South Park to the head of the Platte Canon. 
From the head of this canon, as he reports, the 
line would follow the river northwestward some 
forty miles through the mountains to the.plains 
with, as estimated, an average descent of seventy 
feet per mile. Of this distance the engineer esti¬ 
mates that twenty miles would be close canon, 
both walls being washed by the stream, and the 
direction so circuitous as to require considerable 
tunnelling. His estimate of the height of this pass 
above the sea, from barometrical observations in 
the vicinity, is 11,500 feet. A tunnel two and a 
half miles through granite is required ; grade line 
of tunnel upon the assumed level, 10,660 feet above 
the sea. The general alignment of this route is 
so unfavorable, considering Salt Lake as the point 
aimed at, as, in the judgment of the engineer, to 
render a more extended survey needless—145 


miles of road being required between Denver and 
the mouth of the Blue River, only seventy-six 
miles west of the meridian of the former place. 

ROUTE NO. 2, OVER TARRYALL PASS, 

This route, it seems, did not so commend itself 
to the engineer as to require a survey. He esti¬ 
mates the pass to have about the same altitude as 
Hoosier Pass—11,500 feet above the sea. The 
approach to it from the plains on the east would 
be, first, through the canon of the South Platte for 
some twenty-five miles, and thence up Tarryall 
Creek, a branch of the Platte, to its source in the 
raDge a few miles northeast of Hoosier Pass. 
From the west the approach would be from the 
valley of the Blue River, above Breckinridge, 
through the Indiana Gulch. While the engineer 
does not assume to speaK of this route advisedly 
he thinks the summit could not be reached from 
the east without exceeding the maximum grade of 
116 feet per mile, and that the descent of the 
gulch on the west 150 to 200 feet per mile. Hav¬ 
ing made no definite survey he does not give the 
length of the tunnel. 

ROUTE NO. 3, THROUGH THE NORTH FORK OF SOUTH 
PLATTE. 

As in the case last described Mr. Case deemed a 
critical survey of this route unnecessary. He 
says in his report that it would enter the moun¬ 
tains at the mouth of the South Platte Canon, be¬ 
ing thus coincident with the last two named lines 
for ten miles, and th»nce up the north fork of the 
Platte thirty-five miles, crossing the range still 
further north than the route last described, and 
connecting on the west with one of the head 
branches of Snake River, an affluent of Blue River. 
This pass was represented to the engineer, by a 
reliable explorer, as being a little below the line 
of Arborescena or “ Timber line,” and was assumed 
as about 11,500 feet above the sea. Upon this hy¬ 
pothesis, and with the aid of barometrical observa¬ 
tions in the vicinity, the engineer estimates that 
on the eastern approach to the summit, some 2,- 
300 feet elevation must be overcome in twelve or 
fifteen miles, and on the western approach 2,700 
in twenty miles. How far this could be alleviated 
by a tunnel, and what would be the length of the 
tunnel is not stated. The entire route from the 
plains on the east to the valley of the Blue River 
on the west, is reported as running through a nar¬ 
row mountain valley, in many places tortuous. 

It will be noticed that the two routes last de¬ 
scribed, entering the mountain as they do, far to 
the south, through the canon of the South Platte, 
are, like route No. 1, forced out of the proper di¬ 
rection. 

ROUTE NO. 4. OVER BERTHOUD PASS. 

^J’rom the beginning of these investigations this 
IHk^has attracted much interest, as well from 
tM|i®eral belief of mountaineers, that it was the 
most l^Bbable pass through the Snowy Range, as 
from its^P\>ca\\ry, toeing in the direct course from 
Denver to Salt Lake City, the two chief points on 
the route, both of which it seemed desirable to 
pass. In the summer of 1862, prior to the first 
meeting of the corporators of the Union Pacific 
Railroad for the purpose of organization, Mr. F. M. 
Case, at the instance, and, I believe, at the expense 
of the friends of the work in Colorado, made 
what he called an instrumental reconnoisance of 
the route. His report, addressed to Hon. John 
Evans, then Governor of Colorado Territory, was 
embodied in his subsequent official report of De¬ 
cember 15, 1864. Subsequently, in 1866, by di¬ 
rection of this Board, a second and more careful 
survey of this route was made by Mr. P. T. Brown 
one of their engineers. In the general topograph¬ 
ical facts, the two surveys agree. I passed over 
this line as far as the summit of the range ac¬ 
companied by Colonel Seymour and Mr. Brown. 

The line from the South Platte at Denver to the 
summit of Berthoud Pass is sixty miles in length 
The survey was extended west into the Middle 
Park, seventy-eight miles from Denver, in the di¬ 
rection of Salt Lake. For general description it 
naturally divides as follows : 

1 Denver to Golden City, fourteen and a half 


miles. This is over a rolling and rapidly rising 
plain, falling into Clear Creek Valley, six miles 
east of the mountain, and meeting the foot of the 
range twelve miles from Denver. Ruling grade, 
116 feet per mile, of which there is about three 
miles. Construction not very expensive. 

2 Golden City to upper end of Clear Creek 
Canon 15% miles. Golden City is at the transition 
point from the sedimentary to the granite forma¬ 
tion. Here the line enters Clear Creek Canon, 
which extends 15% miles, rising in this distance 
1,544 feet. Through a portion of the Canon the 
valley rises faster than the maximum grade, but 
with careful location and heavy cost, Mr. Brown 
thinks the grade need not exceed 116 feet per 
mile at any point. Two-thirds of the distance will 
be curved, much of it sharp. The greater part of 
the distance may be called close canon, and a part 
narrow open canon, with abrupt slopes. 

3 From head of canon to east end of Berthoud 
Tunnel, 28% miles, the line follows the narrow 
mountain valley of Clear Creek, through the midst 
of the gold mining developments, passing many 
quartz mills. Ruling grade, 116 feet per mile of 
which there will be about 13 miles. For seven or 
eight miles of the upper portion the fall of the 
valley greatly exceeds the maximum grade, reach¬ 
ing in places over 300 feet per mile. Using the 
maximum grade of 116 feet per mile from the 
tunnel eastward the line is necessarily thrown on 
the steep, rocky, and in places, precipitious 
mountain sides, at an elevation of 100 to 400 feet 
above the creek involving, of course, very heavy 
cost. In the whole distance from the base of the 
mountain to the tunnel, Clear Creek, as Mr. Brown 
supposes, would be bridged perhaps twenty times, 
with probably two or three miles of tunnelling 
through sharp points. To give greater length of 
line, for the purpose of reducing the grade to the 
maximum prescribed by law, the surveyed route, 
in ascending, turns up South Clear Creek for two 
and one-half miles, thonce by a short tunnel 
through a ridge into Bard’s Creek Valley, which 
it follows down, reaching the main valley at Em¬ 
pire City. 

4 Berthoud Tunnel would be 3 1-10 miles 
long, and pierces the mountain 1,364 feet below 
the summit of the pass. The material to be ex¬ 
cavated, the common granite of the mountaiu. 
Grade line of tunnel at highest point, 10,000 feet, 
and summit of pass, 11,426 feet above the sea. 

5. West end of tunnel to end of survey, 16% 
miles. Descending westward, the slope of the 
mountain is followed, for some distance until the 
valley of Moses’ Creek is reached, which is a trib¬ 
utary of the Colorado, and thence with this valley 
to the Middle Park. Ruling grade, 116 feet per 
mile for first 11% miles. I did not pass oyer 
this portion of the route. 

ROUTE NO. 5, OVER BOULDER PASS. 

While standing on the mountain peaks near 
Berthoud Pass, on the 18th of September, in the 
clear mountain atmosphere, I had a full view of 
the Boulder Pass, twelve miles further north. 
From its apparent height above the growth of 
timber, and from barometical observations before 
reported, I was fully convinced of its impractica¬ 
bility ; yet, in deference to the views of gentlemen 
having mining interests on the Boulder, I fully in¬ 
tended visiting that pass. But a fall of eight 
inches of snow on the 19th, on the eastern slope, 
which I learned was two feet deep at the western 
base of the range, defeated this purpose. A few 
weeks later Mr. Brown made a survey of the 
Boulder Route. The Chief Engineer reports the 
results as follows: First, that the pass is 11,700 
feet above the sea; second, a tunnel of six miles 
required; third, the approach is through either 
South Boulder or Middle Boulder Creek, on either 
of which the ascent is too rapid for the maximum 
grade; and, fourth, that on either of these streams 
expensive canons are encountered. 

ROUTE NO. 6 UP THE CACHE-LA-POUDRE AND DALE 
CREEK AND OVER ANTELOPE PASS. 

During the last week in September I made a 
reconnoisance on horseback over this route, from 
the eastern base of the piountain, at Laporte, to 












AMERICAN RAILROAD JOURNAL 


265 


the western base in the Laramie Plains, at the 
common point of junction with the Lodge Pole 
and Crow Creek route, in company with the Chief 
Engineer, the Consulting Engineer, and Mr. James 
A. Evans, Division Engineer, whose three years’ 
service in directing these experimental surveys 
has made him familiar with the topography of 
this range. 

Antelope Pass is a depression in the ridge sepa¬ 
rating the waters flowing into the Laramie Eiver 
on the west, and those of Dale Creek, a tributary 
of the South Platte. Dale Creek, taking its rise 
near Cheyenne Pass, runs in its upper section on 
the western slope of the range, cutting the main 
range of the Black Hills in its southeasterly course, 
and joins the Cache-la-Poudre River some three 
miles above the eastern base of the mountain. 
Through the Dale Creek Valley a favorable route 
is found from the Cache-la-Poudre, near Laporte, 
to Laramie Plains, in a northwestern direction, 
finding its summit not in the main Black Hill 
Range, but in the subordinate divide between Dale 
Creek and Laramie River. This ridge or divide 
is crossed at Antelope Pass, which has 195 feet 
less elevatkm than the main range at Evans’ Pass, 
in the direction of Crow Creek and the Lodge 
Pole. 

The opening thus cut through the mountain 
range by Dale Creek, and which has heretofore 
been used as the Overland Stage Route, the rail¬ 
road survey now occupies. The main features of 
this liifb are these : Total length of mountain sec¬ 
tion, from eastern to western base, 39% miles, of 
which 33 miles is in the ascent of the eastern 
slope, and 6^ miles on the western slope. The 
western slope, and also the first 7% miles of the 
eastern ascent from the Plains, following up 
Pitchfork Creek, is chiefly in the secondary forma¬ 
tion, and presents a comparatively favorable pro¬ 
file. On these two sections the line may be 
located, with a maximum grade of from 85 to 90 
feet, without expensive work. The intermediate 
section of 25 miles, all in the Valley of Dale 
Creek, and in the granite formation, presents some 
expensive grading, especially near the crossing of 
Dale Creek, and also near the anon of Stonewall 
Creek, where the line of transition between the 
stratified and granite formations is crossed. Three 
bridges of some magnitude are required on this 
division, the chief of which is over Dale Creek, 
near four hundred feet long. The deepest part of 
tie narrow chasm here to be bridged is 108 feet 
below grade line. As the line now runs the maxi¬ 
mum grade occurs frequently, with occasional un¬ 
dulations by which ascent is lost. With the time 
and care needful on a final location, the ruling 
grade may be reduced below the limit allowed by 
law, and probably to 105 or 110 feet per mile, and 
the undulations chiefly, if not altogether avoided. 
The grade line at Antelope Pass, without a tunnel, 
and with a cut of moderate depth, is 8,04o feet 


above the sea. 

The approach to this passage of the Black Hills 
s ilp the Valley of the South Platte to the mouth 
if the Cache-la-Poudre River, and thence up that 
■alley to Pitchfork Creek, some eight miles below 
japorte, which latter tributary is followed to the 
in trance of the Black Hills The whole rou e 
>ast of the mountain is of the most favoiable 
character, permitting a grade uniformly ascending 
with the rise of the valley. 


ROUTE NO. 7 FOLLOWING THE nlVIDE 
CEOW GREEK AND LONE TREE CREEK 


BETWEEN 
TO EVANS’ 


LSS. 

eturning eastward from Fort John Jluford, 
r Fort Sanders,) on the Laramie Rivei, to 
;h point our party had extended their recon- 
5 ance, in part to obtain a military escort, 
•h General Dodge deemed a prudent precau- 
against Indian depredations on the Lodge 
, we crossed the Black Hills by the new Lone 

’and Crow Creek divide route, which we fol- 

■d to a point near the traveled road from Den- 
:o Fort Laramie, and thence to Laporte, along 
ear the eastern base of the range. 

3 the route last described finds an easy ascent 
ie mountain, through the valley of Dale Creek, 


so this route, by following the smooth and gently 
ascending ridge dividing the drainage into Crow 
Creek on the north, and Lone Tree Creek on the 
south, which ridge extends far out into the plains, 
occupies a favorable locality for crossing the 
Black Hills, more exempt from obstructions by 
snow drift than ordinary line. This ridge can be 
approached from the valley of Crow Creek through 
a small east and west tributary rising at the rate 
of from thirty to sixty feet per mile. Reaching 
the divide seven miles east of what appears to be 
the general course of the base of the range, the 
line pursues it for twenty miles to the summit of 
the Black Hills at Evans’ Pass. For the first 
seven miles this divide presents a smooth profile. 
Entering a little west of this the granite forma¬ 
tion, the next five miles present a rough profile, 
on which the work will be heavy and the material 
in great part rock. The next eight miles to the 
Pass are generally on the summit, or on the ad¬ 
joining slopes of the divide, with a favorable pro¬ 
file and alignment, and comparatively light work. 
Where excavation is required to any considerable 
depth on any part of the mountain, it will be rock. 
The experimental line up this eastern slope of the 
mountain is laid with a ruling gradient of 106 feet 
per mile. But the Chief Engineer is confident 
that this can be reduced, on the final location, to 
the maximum of 90 feet per mile, which is less 
than the grade of the Pennsylvania Central road, 
in the ascent from Altoona to the tunnel, with 
curvatnre very much easier than is there intro¬ 
duced. 

The summit of the mountain presents here a 
broad and gently rounded surface, admitting of 
no reduction by any judicious tunneling. With 
an open cut of moderate depth through rock, the 
grade line is 8,242 feet above the sea, 

Descending westward the prospect is less favor¬ 
able. Dale Creek, heading a few miles north, 
near Cheyenne Pass, has worn a valley in the 
western slope, which can be crossed only by an 
embankment and bridge of considerable height. 
And, after reaching the secondary summit be¬ 
tween this creek and the Laramie Plains,, the 
descent thence to the common point of junction 
with the line over Antelope Pass at.western base 
of mountain, is here more abrupt than on that 
route. A careful re-survey of this western slope, 
10% miles distance, is proposed by the Chief 
Engineer, under the belief that he can, within 
reasonable limits of cost, establish a ruling grade 
not exceeding ninety feet per mile, as on the east¬ 
ern slope, and at the same time, avoid any de¬ 
pression of grade in the intermediate valley be¬ 
low the summit west of Dale Creek. So impor¬ 
tant is it that in these mountain ascents, elevation 
once attained, be not lost by injudicious undula¬ 
tions, that I have not failed, as a member of the 
Committee on Location, to urge this view. 

To reach this crossing of the Black Hills, thg. 
line would leave the South Platte at Julesburgh, 
following up the valley of Lodge Pole Creek,-106 
miles, and thence bearing a little southward, 
through a southwestern tributary, cross the divide 
to Crow Creek Valley. 

ROUTE NO. 8, VIA LODGE POLE, CAMP WALBACH 
AND CROW CREEK. 

This route, like the Cheyenne Pass line, finds 
its approach to the Black Hills through the Lodge 
Pole Valley to Camp Walbach, at the base of the 
range, and its route thence up the mountain slope 
is coincident with the Cheyenne Pass line to the 
crossing of Lodge Pole Creek. Thence diverging 
to the south, it pursues generally the divide be¬ 
tween the drainage to Lodge Pole on the north, 
and Crow Creek on the south. It crosses the 
summit of the range at Evans’ Pass, there inter¬ 
secting Route No. 7, and having, of course, the 
same gradient, to wit, 8,242 feet above the sea. 
But before reaching this pass, in traversing the 
uneven surface on the mountain tributaries of 
Crow Creek, this line encounters a higher coun¬ 
try, over which the gradient reaches the height of 
8,400 feet above the sea. The descent of the 
western slope is coincident with Itoute No. 7. 

Previous to the surveys of 1866 this was consid¬ 
ered the shortest practicable route over the Black 


Hills, and it is the route compared with the Cache- 
la-Poudre line in the report which I had the honor 
to make to the Department, dated 28th February 
last. But the investigations of the last season, 
under the direction of General Dodge, Chief Engi¬ 
neer, whose knowledge of this region, acquired 
during his command of this Military Department, 
has been of great service to the company, have re¬ 
sulted in the discovery of Route No. 7, which by 
leaving the Lodge Pole far out in the plains, finds 
a more direct alignment, and in all respects a 
better line. 

ROUTE NO. 9, VIA LODGE POLE CREEK AND 
CHEYENNE PASS. 

The Cheyenne Pass over the Black Hills, in con¬ 
nection with the Lodge Pole Valley as its eastern 
approach, has long been a thoroughfare for travel, 
and was thus from the beginning brought promi¬ 
nently to the notice of those seeking a route for 
the Pacific Railroad. In the fall of 1863 a line 
of levels was run over this pass by Mr. B. B. Bray- 
ton, Engineer. Again, in the summer of 1864, a 
more careful survey was made by Mr. James A. 
Evans. The general results of Mr. Evans’ survey 
are : First, that the summit of the pass is 8,656 
feet above the sea ; second, that a tunnel, 1,500 
feet long, through granite, on a grade line 8,540 
feet above the sea, would be required; third, 
that this tunnel could be reached from the east 
by way of Camp Walback, with a maximum grade 
probably not exceeding 116 feet per mile ; and, 
fourth, that on the western slope of the mountain 
the ruling grade could not be reduced below 132 
feet per mile, unless by the objectionable expedi¬ 
ent of increasing the length of the line by switch¬ 
ing back. 

ROUTE NO. 10 - THROUGH LARAMIE CANON. 

Knowing that this stream had cut its channel 
deep through the Black Hill Range, thus present¬ 
ing by its immediate valley a more uniform ascent, 
and a total rise and fall between the Platte Valley 
and the Laramie Plains, materially less than by 
other routes crossing over the range, and further, 
that this route would occupy a good general 
direction, the character of its great canon has 
been an object of interest from the first. In 1864 
Mr. Evans commenced the examination, but ac¬ 
complished it only on the lower portion. In 1865 
Mr. Case explored without instruments the upper 
portion. But until Mr. Evans, in his second at¬ 
tempt, in 1866, succeeded in running a line en¬ 
tirely through this canon, it is not probabie that 
any human being, savage or civilised, ever passed 
through the whole length of this deep and rugged 
gorge. Its direct length is 14 miles; its length 
by the survey, 25 miles ; its course in many places, 
very tortuous, and its vertical walls of rock from 
50 (L)k> 1,500 feet in height. The fall of the stream 
ip^Haces is from 150 to 200 feet per mile, aDd its 
Current, of course,, extremely rapid. The Chief 
Engineer reports it as wholly impracticable for 
railway purposes. 

The route up the North Platte and through the 

South Pass has been followed by the travel from 
the earliest beginning of emigration across the 
Continent. The North Platte, like the Laramie, 
but with a still larger flood, has worn its chaunel 
through the range, presenting unquestionably, if 
it could be followed, an easier and more uniform 
grade from the plains to the divide of the Conti¬ 
nent at the South Pass than any other route. Its 
greater length, however, caused by its northern 
circuit, its wider divergence from the important 
mining resources of Colorado, in which the nation 
has an interest, with the apprehension of deeper 
snows in the region drained by the Sweet Water, 
precipitated there through the directing influence 
of the Wind River mountain range, seem to have 
outweighed, in the judgment of the company and 
their engineers, any supposed advantage in grades. 
The survey of this route, though commenced in 
1865, near Fort Bridger, and extended eastward 
through the South Pass and a short distance down 
the Sweet Water, by Mr. S. B. Reed, one of the 
company’s engineers, was not continued through 
the Black Hills. The engineers, from their recon- 
noisance and information from others, reporfi. 











266 


AMERICAN RAILROAD JOURNAL 


narrow defiles and canons where the North Pork 
cuts the mountain range, so formidable as proba¬ 
bly to force the line out of the valley and over 
mountain spurs. But the length of this difficult 
construction, as also the exact comparative length 
of the North Platte route, is unknown. The 
water shed at the South Pass is 7,470 feet above 
the sea. It is sixty-four feet lower than the same 
dividing ridge of the Continent at Bridger’s Pass, 
one hundred miles to the southeast, and 4,000 feet 
lower than the Berthoud Pass, west of Denver. 

COMPARISON OF ROUTES. 

Grouping the ten routes thus briefly described 
into two classes, five of them cross the Snowy 
range, and five the Black Hill range. 

Of those in the Snowy range, examinations in¬ 
dicate the Berthoud Pass, designated No. 4, as 
having most of the elements of a feasible line. 

Contrasting the Berthoud Pass line with either 
of the two available lines over the Black Hills, 
the Lone Tree and Crow Creek line, over Evans’ 
Pass, designated as Route No. 7, or the Cache-la- 
Poudre line No. 6, the comparison is greatly 
against the Berthoud, as follows: 

8. At Berthoud Pass the gradient is 10,100 feet 
above the the sea; at Evans Pass, 8,242 feet.* 
Difference in the elevation to be overcome with the 
commerce of the country, 1,858 feet. 

2. Tunnel at Berthoud Pass, three and one-tenth 
miles long. As the summit of the pass is 1,300 
feet above the level of the tunnel, the material ex 
cavated would be chiefly passed out at the ends 
Under these circumstances not less than three or 
four years, certainly, would be required for its 
construction, within which time, it is confidently 
believed, the track layers from Omaha, by a more 
favorable route, may meet those from Sacramento 
on the plains of the Humboldt River. No esti 
mate has been made of its cost. Unquestionably 
the outlay of capital would be greater than is war 
ranted at a single point, be it from national or in 
dividual means, when the same capital and labor 
would stretch out. the road so far toward the Pa 
cific, over the cheaper routes that ofler. At either 
of the two Black Hill Passes no tunnelling is re¬ 
quired. 

3. Besides Berthoud Tunnel, there would be 
fifteen miles in the Clear Creek Canon, and ten 
miles in the upper section of Clear Creek, which 
would cost, perhaps, beyond all precedent in this 
country. Contrasting the aggregate of the tunnel 
and this twenty-five miles with same length of 
mountain work, on the Lone Tree and Crow Creek 
divide route over the Black Hills, and the differ¬ 
ence would grade 100, perhaps 150 miles of aver¬ 
age line between the Black Hills and Salt Lake. 

This comparison, thus stated, in very general 
terms, is confined to the first mountain range, us 
if beyond that the extension of the two routes to 
Salt Lake were alike feasible. Such, howev^s, la 
seems not to be the case. 

In June, 1865, Mr. Reed, under instructions 
from T. C. Durant, Esq., Vice President, and with 
a view to a line across the intermediate Green 
River Basin, made an extended reconnoisance of 
the country east of Utah Lake, to find, if possible 
a practicable route over the Wahsatch Mountains 
to Green River via Spanish Fork and the Uintah 
River. His report, dated April, 1866, represents 
that there is no route practicable for a railway 
from Utah Lake eastward to Green River, through 
the Uintah Valley. We have seen that the eastern 
rim of the Green River basin cannot be crossed 


* A better comparative view of these mountain 
altitudes will be obtained by stating here the 
height of other well known points on the Conti¬ 
nent above the sea, as follows: Lake Michigan, 
578 feet: the Mississippi, at St. Louis, (high 
water), 452 feet; the Missouri, at Omaha, 968 feet; 
South Platte at Denver, 5,300 feet; general level 
of the Plains at eastern base of Rocky Mountains, 
about 5,000 feet; Salt Lake City, 4,2S6 feet. The 
grade line of Central Pacific Railroad on the sum¬ 
mit of Sierra Nevada range, in California, is 7,042 
feet, and that of the Pennsylvania Railroad on the 
summit of the Allegheny Mountains, 2,160 feet, 
above the sea level, < 


without an expense and delay quite too great. 
And it the Snown Range could be crossed, the' 
Chief Engineer expresses the belief that two sub¬ 
ordinate north and south ranges would interpose 
further west. 

The basin of the Green River, and especially its 
main valley, the White River, running from east 
to west, near the 40th parallel, has been repre¬ 
sented as much more favorable to agriculture, 
with better supply of timber, than the country 
along the Bridger Pass route. Having less alti¬ 
tude by some two thousand feet, and lying two 
degrees further south, this claim is no doubt just, 
and it is to ba regretted that access for the rail¬ 
road seems forbidden by the great height of the 
mountains forming its eastern and western boun¬ 
daries. 

But were this route practicable, yet in the as¬ 
pect of gradients, it would be less favorable than 
the Bridger Pass route, the mountain ranges being 
higher, and the intermediate valley lower. Green 
River, where this line would cross it, must be near 
2,000 feet lower than on the Bridger Pass route, 
while the St owy Range is, over the Berthoud 
Pass, 2,000 feet higher than the Black Hills, mak¬ 
ing a total difference of some 4,000 feet in the as¬ 
cent to be overcome between Green River and the 
summit of this most easterly mountain range. 

In whatever aspect this important question may 
be viewed, whether in the detail of actual surveys 
and levelling, or in a general grasp of the leading 
features of this part of the Continent, there can 
be no question that the Union Pacific Railroad 
Company, in deciding to locate over the Black 
Hills and thnugh Bridger’s Pass, have but con¬ 
formed to the topographical shaping of the region 
to be traversed by the road. 

Though the topography of this mountain region 
forbids the passage of this national thoroughfare 
directly through the mining region of Colorado, 
yet the tranverse valleys favor a connection by 
branch. The interests of the company of Colora¬ 
do and of the Nation, seems alike to demand such 
connection. Adopting the Cache-laPoudre route, 
the proposed branch, as already surveyed, along 
the South Platte to Denver, would be fifty-three 
miles long; ar by the Lodge Pole, the branch 
would be lengthened to 112 miles, but the main 
line shortened thirty-seven miles. The paramount 
claims of through commerce seemed to the Board 
to give prepoaderance, in the aspect of commer¬ 
cial considerations, to the short main line. 


Journal of Kailroad Law. 

LIABILITY OF RAILROAD COMPANY FOR BAGGAGE OF 
PASSENGER BURNT IN DEPOT. 

The case oi Rothrj. The Buffalo and State Line 
Railroad late y decided by the Court of Appeals 
is important is deciding that common carriers of 
assengers, with their ordinary baggage, for hire, 
are liable for losses occurring from any accident 
to the baggage while it is in their keeping as 
carriers, except, tUose arising from the act of God 
or public enemies. 

This strict accountability as carriers terminates 
within a reasonable time after the arrival of the 
baggage at the place of destination where the 
carrier is ready to deliver the same to the passen¬ 
ger according to the terms of the contract. 

Where the passenger did not call for his trunk, 
but left it in the hands of the company overnight, 
without any arrangement with them, and the same 
was destroyed by the burning of the depot before 
morniDg, held, that the company were not liable. 

Smith, J. —All extraneous circumstances stated 
by the witnesses being rejected, the case proved 
is briefly this : Dunn, the plaintiff’s assignor, took 
passage, with his trunk, at Dunkirk, for Buffalo, 
on the defendants’ cars. Immediately on the ar¬ 
rival of the cars at the place of destination, he 
went from the depot without looking for his 
trunk, or saying anything about it to the defend 


* 


ants’ agents, and left it in their hands, as he him¬ 
self testified, solely for his own accommodation. 
The agents of the company immediately proceed¬ 
ed to unload the baggage on the train, and with¬ 
out any unnecessary delay were ready to deliver 
it, and did deliver all that was called for at the 
platform by persons having checks. They care¬ 
fully stored what remained, and during the night 
the depot and portions of the baggage were con¬ 
sumed by fire, without lault on the part of the de¬ 
fendants, and doubtless Dunn's trunk was among 
the baggage thus destroyed. 

The irregularity of the trains and the conse¬ 
quent accumulation of baggage at the Buffalo 
station, the lateness of the hour and the state of 
the weather, the fact that Dunn’s wife was under 
his charge, and that he saw no carriage at the 
door from which he made his exit, are circum¬ 
stances of no moment. Since it is not shown that 
they rendered it unsafe or improper for him to 
receive his trunk on its arrival, and besides it dis¬ 
tinctly appears that they did not influence his 
conduct. According to his own statements he 
left his trunk at the depot over night because 
“ it was on his route the next morning.” 

What his route the next morning was, does not 
appear, and it is not important, for the fact is un¬ 
disputed that he had reached the termination of 
his route on the road of the defendants, and their 
contract to transport him and his baggage was 
fully performed. 

It is well settled in this State, that common 
carriers of passengers, with their ordinary bag¬ 
gage, for hire, are liable for losses occurring from 
any accident to the baggage while it is in their 
keeping as carriers, except those arising from the 
act of God or a public enemy. (Hollister vs. Now- 
len, 19 Wend., 234 ; Cole vs. Goodwin, id., 251 ; 
Powell vs. Myers, 26 id., 591. This liability, once 
commenced, does not necessarily terminate with 
the transit, but prima facie continues until safe 
delivery of the baggage to its owner. (Id.) The 
case of Powell vs. Myers above cited, decided by 
the court for the correction of Errors, shows the 
extent to which these salutary rules have been 
enforced. There a passenger on a steamboat on 
the Hudson river, from West Point to New York, 
left the boat on its arrival at New York, at about 
ten o’clock; the owner leaving his trunk on 
board with the consent of the captain, and upon 
his assurance that it would be safe during the 
night. The next morning about eight o’clock the 
owner inquired for his trunk, and learned that it 
had been delivered to a negro on a forged order, 
the master of the boat pointing it out to him. The 
carrier was held liable. 

But in that case Senator Yerplanck remarked : 
“ There may unquestionably be cases where, at 
some time after the arrival at the place of destina. 
tion, the strict responsibility of the carrier, as 
such, for goods or baggage remaining in his pos¬ 
session undelivered, without fault or neglect of his 
own, should cease and he would then continue to 
hold them, not as a carrier, insuring against all 
except public and inevitable perils, but a mere 
bailee in deposit, gratuitously or otherwise, ac¬ 
cording to circumstances. Such a termination of 
the carrier’s responsibility and change of charac¬ 
ter of the deposit would be regulated by usage, 
the course of business, sometimes by legal princi¬ 
ples applied to the special facts, the acts of par- 

















V 


5 

While the principle of Col. Seymour’s report, to wit, an in¬ 
creased length of about nine miles for a reduction of grades to 
40 feet throughout, may be safely adopted, yet the actual change 
of this location should await the more careful surveys of the new 
route now in progress, that the correctness of his basis may be 
verified. 

It should be stated that the survey of the line by which the 
high grade at Omaha is hereafter to be avoided, lias not yet 
been made, nor have I passed over the ground. For the first 
three or four miles following the Missouri bottom, there can be 
nothing to prevent a grade of 20 feet. Should the narrow ridge 
between the river bottom and the parallel valley of Mud Creek 
prove too high to pass by a thorough cut, the Company, when 
its means shall warrant, can well afiord a short tunnel rather 
than a continued use of the three miles of 61 to 66 feet grade. 

The commerce of the country, in seeking its destination 
through the broad and level valley of the Platte, so favorable as 
an inlet to the great mining region, and as a through route 
to the Pacific, should not be compelled to j:>ass over the nar¬ 
row belt of high undulating land, separating the Missouri valley 
from the Elkhorn, encountering in this short distance a total 
rise and fall of over one thousand feet. 

The further general remark may be made, in conclusion, that 
the undulating character of the country approaching the Mis¬ 
souri river, on both sides, forces railroad lines into the valleys, 
even though considerably lengthened thereby. 

Yery respectfully, 

J. L. WILLIAMS, 

Member of Locating Committee. 











